Measurement Method, Measurement Device, Measurement System, And Measurement Program

ABSTRACT

A measurement method includes: a step of calculating, using first observation point information and based on a time from a leading time point when a leading part of a moving object passes a first observation point to a time point when each of a plurality of part passes the first observation point, and a time from the leading time point to a time point when a total sum of first physical quantities, which are responses to an action of each of the plurality of part on the first observation point, is distributed at a predetermined distribution ratio, a correction coefficient that corrects the first physical quantities; a step of calculating a deflection waveform of a structure generated by the plurality of parts based on the first observation point information, second observation point information, a predetermined coefficient, the correction coefficient, and an approximate expression of deflection of the structure; and a step of calculating a deflection waveform of the structure generated by the moving object by adding the deflection waveform of the structure.

The present application is based on, and claims priority from JP Application Serial Number 2020-047309, filed Mar. 18, 2020, the disclosure of which is hereby incorporated by reference herein in its entirety.

BACKGROUND 1. Technical Field

The present disclosure relates to a measurement method, a measurement device, a measurement system, and a measurement program.

2. Related Art

In maintaining and managing a bridge, an axle load of a large vehicle passing through the bridge is important information for predicting damage to the bridge. For axle load measurement, JP-A-2009-237805 proposes weight in motion, which is a method of continuously measuring a strain value when the vehicle passes from a strain gauge installed on a main girder of the bridge and calculating the axle load. JP-A-2009-237805 discloses a bridge-passing vehicle monitoring system that measures a vehicle weight of a vehicle passing through a bridge based on a strain waveform measured by a strain gauge arranged on a main girder of the bridge.

Specifically, in the bridge-passing vehicle monitoring system, the strain gauge is arranged, a passage timing of the axle is detected based on the strain waveform measured by the strain gauge, an inter-axle ratio of the vehicle is calculated, the calculated inter-axle ratio is compared with an inter-axle ratio calculated based on an inter-axle distance registered in an inter-axle distance database, and the inter-axle distance, a vehicle speed, and a vehicle type of the vehicle are identified. The bridge-passing vehicle monitoring system generates a strain waveform in which a reference axle load strain waveform is arranged on a time axis according to the passage timing of the axle, and calculates the axle load of each axle by comparing the reference axle load strain waveform with a strain waveform measured by the strain gauge. Then, the bridge-passing vehicle monitoring system calculates the vehicle weight by summing the axle loads of each axle.

Since the load of each axle when the vehicle is traveling is influenced by a distance moment from a center of gravity, the load of each axle when the vehicle is traveling may be greatly different from the load of each axle when the vehicle is stationary. In the system described in JP-A-2009-237805, the vehicle weight of the vehicle can be measured without measuring a displacement of the bridge by using the strain waveform and the inter-axle distance database. However, in consideration of the difference in loads between a case where the moving object such as the vehicle is stationary and a case where the moving body is moving, it is not possible to calculate the deflection waveform of the structure generated by the moving object that moves on the structure such as the bridge.

SUMMARY

According to a first aspect of the present disclosure, a measurement method includes: a first observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes, among a first observation point and a second observation point which are arranged along a first direction in which a moving object moves on a structure, the first observation point, first observation point information including a time point when each of a plurality of parts of the moving object passes the first observation point and a first physical quantity which is a response to an action of each of the plurality of parts on the first observation point; a second observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes the second observation point, second observation point information including a time point when the plurality of parts passes the second observation point and a second physical quantity which is a response to an action of each of the plurality of parts on the second observation point; a first time calculation step of calculating, using the first observation point information, a time from a first leading time point, which is a time point when a leading part among the plurality of parts passes the first observation point, to a time point when each of the plurality of parts passes the first observation point, and a time from the first leading time point to a first reference time point, which is a time point when a total sum of first physical quantities is distributed at a predetermined distribution ratio; a correction coefficient calculation step of calculating, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point, and the time from the first leading time point to the first reference time point, a correction coefficient that corrects the first physical quantity; a deflection waveform calculation step of calculating, based on the first observation point information, the second observation point information, a predetermined coefficient, the correction coefficient, and an approximate expression of deflection of the structure, a deflection waveform of the structure generated by each of the plurality of parts; and a moving object deflection waveform calculation step of calculating a deflection waveform of the structure generated by the moving object by adding the deflection waveform of the structure generated by each of the plurality of parts and calculated in the deflection waveform calculation step.

The measurement method according to the first aspect may further include: a second time calculation step of calculating, using the second observation point information, a time from a second leading time, which is a time point when the leading part among the plurality of parts passes the second observation point, to a time point when each of the plurality of parts passes the second observation point, and a time from the second leading time point to a second reference time point, which is a time point when a total sum of second physical quantities is distributed at a predetermined distribution ratio, in which in the correction coefficient calculation step, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point, the time from the first leading time point to the first reference time point, the time from the second leading time point to the time point when each of the plurality of parts passes the second observation point, and the time from the second leading time point to the second reference time point, a correction coefficient that corrects the first physical quantity and the second physical quantity may be calculated.

In the first aspect of the measurement method, when the distribution ratio is R:1−R, R may be 0.4 or more and 0.6 or less.

In the first aspect of the measurement method, the first observation point may be set at a first end portion of the structure, and the second observation point may be set at a second end portion of the structure different from the first end portion.

In the first aspect of the measurement method, the structure may be a superstructure of a bridge, the superstructure may be a structure across any one of a bridge abutment and a bridge pier adjacent to each other, two adjacent bridge abutments, or two adjacent bridge piers, both end portions of the superstructure may be located at positions of the bridge abutment and the bridge pier adjacent to each other, at positions of the two adjacent bridge abutments, or at positions of the two adjacent bridge piers, and the bridge may be a road bridge or a railway bridge.

In the first aspect of the measurement method, the moving object may be a railroad vehicle, an automobile, a tram, a construction vehicle, or a military vehicle, and the plurality of parts may be axles or wheels.

In the first aspect of the measurement method, the approximate expression of deflection of the structure may be an expression based on a structural model of the structure.

In the first aspect of the measurement method, the structural model may be a simple beam that supports both ends.

In the first aspect of the measurement method, the approximate expression of deflection of the structure may be an expression normalized by a maximum amplitude of deflection at a central position between the first observation point and the second observation point.

In the first aspect of the measurement method, the observation device that observes the first observation point, and the observation device that observes the second observation point may be acceleration sensors.

In the first aspect of the measurement method, the observation device that observes the first observation point and the observation device that observes the second observation point may be impact sensors, microphones, strain gauges, or load cells.

In the first aspect of the measurement method, the structure may be a structure in which bridge weigh in motion (BWIM) functions.

According to a second aspect of the present disclosure, a measurement device includes: a first observation point information acquisition unit that acquires, based on observation information obtained by an observation device that observes, among a first observation point and a second observation point which are arranged along a first direction in which a moving object moves on a structure, the first observation point, first observation point information including a time point when each of a plurality of parts of the moving object passes the first observation point and a first physical quantity which is a response to an action of each of the plurality of parts on the first observation point; a second observation point information acquisition unit that acquires, based on observation information obtained by an observation device that observes the second observation point, second observation point information including a time point when each of the plurality of parts passes the second observation point and a second physical quantity which is a response to an action of each of the plurality of parts on the second observation point; a first time calculation unit that calculates, using the first observation point information, a time from a first leading time point, which is a time point when a leading part among the plurality of parts passes the first observation point, to a time point when each of the plurality of parts passes the first observation point, and a time from the first leading time point to a first reference time point, which is a time point when a total sum of first physical quantities is distributed at a predetermined distribution ratio; a correction coefficient calculation unit that calculates, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point, and the time from the first leading time point to the first reference time point, a correction coefficient that corrects the first physical quantity; a deflection waveform calculation unit that calculates, based on the first observation point information, the second observation point information, a predetermined coefficient, the correction coefficient, and an approximate expression of deflection of the structure, a deflection waveform of the structure generated by each of the plurality of parts; and a moving object deflection waveform calculation unit that calculates a deflection waveform of the structure generated by the moving object by adding the deflection waveform of the structure generated by each of the plurality of parts and calculated in the deflection waveform calculation unit.

According to a third aspect of the present disclosure, a measurement system includes: the measurement device according to the first aspect; the observation device that observes the first observation point; and the observation device that observes the second observation point.

According to a fourth aspect of the present disclosure, a non-transitory computer-readable storage medium stores a measurement program, the measurement program causing a computer to execute: a first observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes, among a first observation point and a second observation point which are arranged along a first direction in which a moving object moves on a structure, the first observation point, first observation point information including a time point when each of a plurality of parts of the moving object passes the first observation point and a first physical quantity which is a response to an action of each of the plurality of parts on the first observation point; a second observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes the second observation point, second observation point information including a time point when the plurality of parts passes the second observation point and a second physical quantity which is a response to an action of each of the plurality of parts on the second observation point; a first time calculation step of calculating, using the first observation point information, a time from a first leading time point, which is a time point when a leading part among the plurality of parts passes the first observation point, to a time point when each of the plurality of parts passes the first observation point, and a time from the first leading time point to a first reference time point, which is a time point when a total sum of first physical quantities is distributed at a predetermined distribution ratio; a correction coefficient calculation step of calculating, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point, and the time from the first leading time point to the first reference time point, a correction coefficient that corrects the first physical quantity; a deflection waveform calculation step of calculating, based on the first observation point information, the second observation point information, a predetermined coefficient, the correction coefficient, and an approximate expression of deflection of the structure, a deflection waveform of the structure generated by each of the plurality of parts; and a moving object deflection waveform calculation step of calculating a deflection waveform of the structure generated by the moving object by adding the deflection waveform of the structure generated by each of the plurality of parts and calculated in the deflection waveform calculation step.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram showing a configuration example of a measurement system.

FIG. 2 is a diagram showing an arrangement example of sensors and observation points.

FIG. 3 is a diagram showing an arrangement example of the sensors and the observation points.

FIG. 4 is a diagram illustrating an acceleration detected by an acceleration sensor.

FIG. 5 is a diagram showing an example of axle information.

FIG. 6 is a diagram showing an arrangement example of the sensors and the observation points.

FIG. 7 is a diagram showing an arrangement example of the sensors and the observation points.

FIG. 8 shows diagrams showing examples of an acceleration detected with respect to an observation point.

FIG. 9 shows diagrams in which an acceleration amplitude at each time point in FIG. 8 is converted into an acceleration intensity.

FIG. 10 is a diagram obtained by binarizing the acceleration intensity in FIG. 9 with a predetermined threshold value.

FIG. 11 is a diagram in which a pattern at an exit time point is slid with respect to FIG. 10.

FIG. 12 is a diagram illustrating a structural model of a superstructure of a bridge.

FIG. 13 is a diagram illustrating the structural model of the superstructure of the bridge.

FIG. 14 shows an example of a normalized deflection amount waveform.

FIG. 15 is a diagram showing an example of the normalized deflection amount model.

FIG. 16 is a diagram showing an example of a deflection waveform of the bridge generated by each axle when there is no correction.

FIG. 17 is a diagram showing an example of positions at a center of gravity and positions of the axles of a four-axle vehicle, a three-axle vehicle, and a two-axle vehicle.

FIG. 18 is a diagram showing an example of a time Δt_(k).

FIG. 19 is a diagram showing an example of correlation between a normalized time and an addition normalized impact power.

FIG. 20 is a diagram showing an example of correlation between the normalized time and a shift addition normalized impact power.

FIG. 21 is a diagram showing a relationship between a reference time and a reference time point.

FIG. 22 is a diagram showing an example of a deflection waveform of the bridge generated by each axle when there is correction.

FIG. 23 is a diagram showing an example of a deflection waveform of the bridge generated by a vehicle.

FIG. 24 is a diagram obtained by plotting a result of a load test.

FIG. 25 is a diagram showing an example of a measured displacement and a displacement calculated based on the deflection waveform.

FIG. 26 is a flowchart showing an example of a procedure of a measurement method according to a first embodiment.

FIG. 27 is a flowchart showing an example of a procedure of a first time calculation step according to the first embodiment.

FIG. 28 is a flowchart showing an example of a procedure of a correction coefficient calculation step according to the first embodiment.

FIG. 29 is a diagram showing a configuration example of a measurement device according to the first embodiment.

FIG. 30 is a flowchart showing an example of a procedure of a measurement method according to a second embodiment.

FIG. 31 is a flowchart showing an example of a procedure of a first time calculation step according to the second embodiment.

FIG. 32 is a flowchart showing an example of a procedure of a second time calculation step.

FIG. 33 is a flowchart showing an example of a procedure of a correction coefficient calculation step according to the second embodiment.

FIG. 34 is a diagram showing a configuration example of a measurement device according to the second embodiment.

DESCRIPTION OF EXEMPLARY EMBODIMENTS

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The embodiments described below do not in any way limit contents of the present disclosure described in the appended claims. Not all configurations described below are necessarily essential components of the present disclosure.

1. First Embodiment 1-1 Measurement System

Hereinafter, a measurement system for implementing a measurement method according to the present embodiment will be described by taking a case where a structure is a superstructure of a bridge and a moving object is a vehicle as an example. The vehicle passing through the bridge according to the present embodiment is a vehicle having a large weight such as a railroad vehicle, an automobile, a tram, a construction vehicle, or a military vehicle, and can be measured by bridge weigh in motion (BWIM). The BWIM is a technology that uses a bridge as a “scale” and that measures the weight and the number of axles of the vehicle passing through the bridge by measuring deformation of the bridge. The superstructure of the bridge, which enables analysis of the weight of the vehicle passing by based on a response such as deformation and strain, is a structure in which the BWIM functions. A BWIM system, which applies a physical process between an action on the superstructure of the bridge and the response, enables the measurement of the weight of the vehicle passing by.

FIG. 1 is a diagram showing an example of a measurement system according to the present embodiment. As shown in FIG. 1, a measurement system 10 according to the present embodiment includes a measurement device 1, and at least one sensor 21 and at least one sensor 22 which are provided on a superstructure 7 of a bridge 5. The measurement system 10 may include a server 2.

The bridge 5 is formed of the superstructure 7 and a substructure 8. The superstructure 7 includes abridge floor 7 a formed of a floor plate F, a main girder G, a cross girder which is not shown, and bearings 7 b. The substructure 8 includes bridge piers 8 a and bridge abutments 8 b. The superstructure 7 is a structure across any one of the bridge abutment 8 b and the bridge pier 8 a adjacent to each other, two adjacent bridge abutments 8 b, or two adjacent bridge piers 8 a. Both end portions of the superstructure 7 are located at positions of the bridge abutment 8 b and the bridge pier 8 a adjacent to each other, at positions of the two adjacent bridge abutments 8 b, or at positions of the two adjacent bridge piers 8 a.

The measurement device 1 and the sensors 21 and 22 are coupled by, for example, a cable which is not shown and communicate with one another via a communication network such as a controller area network (CAN). Alternatively, the measurement device 1 and the sensors 21 and 22 may communicate with one another via a wireless network.

For example, each sensor 21 outputs data representing an impact caused by entry of the vehicle 6 which is a moving object to the superstructure 7. Each sensor 22 outputs data representing an impact caused by exit of the vehicle 6 from the superstructure 7. In the present embodiment, each of the sensors 21 and 22 is an acceleration sensor, and may be, for example, a crystal acceleration sensor or a micro electro mechanical systems (MEMS) acceleration sensor.

In the present embodiment, each sensor 21 is installed at a first end portion of the superstructure 7 in a longitudinal direction. Each sensor 22 is installed at a second end portion of the superstructure 7 which is different from the first end portion in the longitudinal direction.

Each sensor 21 detects an acceleration of the superstructure 7 generated when the vehicle 6 enters the superstructure 7. Each sensor 22 detects the acceleration of the superstructure 7 generated when the vehicle 6 exits the superstructure 7. That is, in the present embodiment, each sensor 21 is an acceleration sensor that detects the entry of the vehicle 6 to the superstructure 7. Each sensor 22 is an acceleration sensor that detects the exit of the vehicle 6 from the superstructure 7.

The measurement device 1 calculates a displacement of bending of the superstructure 7 due to the traveling of the vehicle 6 based on acceleration data output from the sensors 21 and 22.

The measurement device 1 and the server 2 can communicate with each other via, for example, a wireless network of a mobile phone and a communication network 4 such as the Internet. The measurement device 1 transmits, to the server 2, information such as a time point when the vehicle 6 travels on the superstructure 7 and the displacement of the superstructure 7 due to the traveling of the vehicle 6. The server 2 may store the information in a storage device which is not shown, and may perform, based on the information, processing such as monitoring of an overloaded vehicle or determination of an abnormality in the superstructure 7.

In the present embodiment, the bridge 5 is a road bridge, for example, a steel bridge, a girder bridge, or a reinforced-concrete (RC) bridge.

FIGS. 2 and 3 are diagrams showing installation examples of the sensors 21 and 22 on the superstructure 7. FIG. 2 is a diagram of the superstructure 7 as viewed from above. FIG. 3 is a cross-sectional view of FIG. 2 cut along a line A-A or a line B-B.

As shown in FIGS. 2 and 3, the superstructure 7 has N lanes L₁ to L_(N) and K main girders G₁ to G_(K) as first to N-th paths through which the vehicle 6, which is the moving object, can move. Here, N and K are integers of 1 or more. In examples shown in FIGS. 2 and 3, each position of the main girders G₁ to G_(K) coincides with a position of each boundary between the lanes L₁ to L_(N), and N=K−1. Alternatively, each position of the main girders G₁ to G_(K) does not have to coincide with the position of each boundary between the lanes L₁ to L_(N), and N≠K−1.

In the examples shown in FIGS. 2 and 3, the sensor 21 is provided on each of the main girders G₁ to G_(K-1) at a first end portion EA1 of the superstructure 7 in the longitudinal direction. The sensor 22 is provided on each of the main girders G₁ to G_(K-1) at a second end portion EA2 of the superstructure 7 in the longitudinal direction. In the examples shown in FIGS. 2 and 3, N=K−1, and the sensors 21 and 22 are not provided on the main girder G_(K). However, the sensors 21 and 22 may be provided on the main girder G_(K), and the sensors 21 and 22 may not be provided on any one of the main girders G₁ to G_(K-1). Alternatively, N=K, and the sensors 21 and 22 may be provided on the main girders G₁ to G_(K).

When the sensors 21 and 22 are provided on the floor plate F of the superstructure 7, the sensors may be destroyed by a traveling vehicle, and measurement accuracy may be influenced by local deformation of the bridge floor 7 a. Therefore, in the examples shown in FIGS. 2 and 3, the sensors 21 and 22 are provided on the main girders G₁ to G_(K-1) of the superstructure 7.

In the present embodiment, N observation points P₁ to P_(N) are set in association with the N sensors 21. The observation points P₁ to P_(N) are N observation points for the superstructure 7 arranged along a second direction intersecting a first direction in which the vehicle 6 moves along the superstructure 7. In the examples shown in FIGS. 2 and 3, for each integer j of 1 or more and N or less, an observation point P_(j) is set at a position on a surface of the floor plate F in a vertically upward direction of the sensor 21 provided on a main girder G_(j) at the first end portion EA1. That is, the sensor 21 provided on the main girder G_(j) is an observation device that observes the observation point P_(j). The sensor 21 that observes the observation point P_(j) may be provided at a position where the acceleration generated at the observation point P_(j) due to the traveling of the vehicle 6 can be detected, and it is desirable that the sensor 21 is provided at a position close to the observation point P_(j). In this way, the observation points P₁ to P_(N) have a one-to-one relationship with the N sensors 21.

In the present embodiment, N observation points Q₁ to Q_(N) are set in association with the N sensors 22. The observation points Q₁ to Q_(N) are N observation points for the superstructure 7 arranged along a third direction intersecting the first direction in which the vehicle 6 moves along the superstructure 7. In the examples shown in FIGS. 2 and 3, for each integer j or 1 more and N or less, an observation point Q₁ is set at a position on the surface of the floor plate F in a vertically upward direction of the sensor 22 provided on the main girder G_(j) at the second end portion EA2. That is, the sensor 22 provided on the main girder G_(j) is an observation device that observes the observation point Q_(j). The sensor 22 that observes the observation point Q_(j) may be provided at a position where the acceleration generated at the observation point Q_(j) due to the traveling of the vehicle 6 can be detected, and it is desirable that the sensor 22 is provided at a position close to the observation point Q_(j). In this way, the observation points Q₁ to Q_(N) have a one-to-one relationship with the N sensors 22.

In the present embodiment, the N observation points P₁ to P_(N) are associated with the lanes L₁ to L_(N), respectively. Similarly, the N observation points Q₁ to Q_(N) are associated with the lanes L₁ to L_(N), respectively. The observation point P_(j) and the observation point Q_(j), which are set in association with the lane L_(j), are arranged along the first direction in which the vehicle 6 moves along the superstructure 7. In the examples shown in FIGS. 2 and 3, the first direction is an X direction along the lanes L₁ to L_(N) of the superstructure 7, that is, the longitudinal direction of the superstructure 7. The second direction and the third direction are a Y direction orthogonal to the X direction in a surface of the superstructure 7 on which the vehicle 6 travels, that is, a width direction of the superstructure 7. However, when the lanes L₁ to L_(N) are curved, the second direction and the third direction do not have to coincide with each other. The second direction and the third direction do not have to be orthogonal to the first direction. For example, a distance from an end of the superstructure 7 on a side where the vehicle 6 enters to the observation points P₁ to P_(N) and a distance from an end of the superstructure 7 on a side where the vehicle 6 exits to the observation points Q₁ to Q_(N) may be different. For each integer j of 1 or more and N or less, the observation point P_(j) is an example of a “first observation point”, and the observation point Q_(j) is an example of a “second observation point”.

The number and installation positions of the N sensors 21 and 22 are not limited to the examples shown in FIGS. 2 and 3, and various modifications can be made.

The measurement device 1 acquires, based on the acceleration data output from each of the sensors 21 and 22, an acceleration in a fourth direction which intersects the X direction, which is the first direction, and the Y direction, which is the second direction and the third direction. The observation points P₁ to P_(N) and Q₁ to Q_(N) are displaced by an impact in a direction orthogonal to the X and Y directions. Therefore, in order to accurately calculate a magnitude of the impact, it is desirable for the measurement device 1 to acquire the acceleration in the fourth direction orthogonal to the X and Y directions, that is, in a normal direction of the floor plate F.

FIG. 4 is a diagram illustrating the acceleration detected by the sensors 21 and 22. The sensors 21 and 22 are acceleration sensors that detect the accelerations generated in three axes orthogonal to one another.

In order to detect the impact applied to the observation points P₁ to P_(N) due to the entry of the vehicle 6 to the superstructure 7, each sensor 21 is installed such that one of three detection axes, which are an x axis, a y axis, and a z axis, intersects the first direction and the second direction. Similarly, in order to detect the impact applied to the observation points Q₁ to Q_(N) due to the exit of the vehicle 6 from the superstructure 7, each sensor 22 is installed such that one of the three detection axes, which are the x axis, the y axis, and the z axis, intersects the first direction and the third direction. In the examples shown in FIGS. 2 and 3, since the first direction is the X direction, the second direction and the third direction are the Y direction, the sensors 21 and 22 are installed such that one axis intersects the X direction and the Y direction. The observation points P₁ to P_(N) and Q₁ to Q_(N) are displaced by the impact in the direction orthogonal to the X direction and the Y direction. Therefore, in order to accurately detect the magnitude of the impact, ideally, the sensors 21 and 22 are installed such that one axis is in the direction orthogonal to the X direction and the Y direction, that is, the normal direction of the floor plate F.

When the sensors 21 and 22 are installed on the superstructure 7, an installation location may be inclined. In the measurement device 1, even if one of the three detection axes of each of the sensors 21 and 22 is not installed in the normal direction of the floor plate F, since the direction is substantially oriented in the normal direction, an error is small and thus can be ignored. The measurement device 1 can correct a detection error due to the inclination of the sensors 21 and 22 by a three-axis combined acceleration that combines the accelerations in the x axis, the y axis, and the z axis even if one of the three detection axes of each of the sensors 21 and 22 is not installed in the normal direction of the floor plate F. Each of the sensors 21 and 22 may be a one-axis acceleration sensor that detects the acceleration generated in a direction at least substantially parallel to the vertical direction or the acceleration in the normal direction of the floor plate F.

Hereinafter, details of the measurement method according to the present embodiment executed by the measurement device 1 will be described.

1-2. Generation of Axle Information

In the present embodiment, the measurement device acquires, based on the acceleration data, which is observation information obtained by the N sensors 21 as the observation device, first observation point information including a time point when each of a plurality of parts of the vehicle 6 which is the moving object passes the observation point P and a first physical quantity which is a response to an action of each of the plurality of parts on the observation point P Similarly, in the present embodiment, the measurement device 1 acquires, based on the acceleration data, which is observation information obtained by the N sensors 22 as the observation device, second observation point information including a time point when each of the plurality of parts of the vehicle 6 passes the observation point Q_(j) and a second physical quantity which is a response to an action of each of the plurality of parts on the observation point Q_(j). Here, j is an integer of 1 or more and N or less.

In the present embodiment, it is considered that a load generated by a plurality of axles or wheels of the vehicle 6 is applied to the superstructure 7. Accordingly, each of the plurality of parts for which the first observation point information and the second observation point information are to be acquired is an axle or a wheel. Hereinafter, in the present embodiment, it is assumed that each of the plurality of parts is an axle.

In the present embodiment, each sensor 21, which is the acceleration sensor, detects the acceleration due to the action of each of the plurality of axles on the observation point P_(j). Similarly, each sensor 22, which is the acceleration sensor, detects the acceleration due to the action of each of the plurality of axles on the observation point Q_(j).

In the present embodiment, as shown in FIG. 2, the observation points P₁ to P_(N) are set at the first end portion EA1, and the observation points Q₁ to Q_(N) are set at the second end portion EA2. Therefore, a time point when each of the plurality of axles of the vehicle 6 passes the observation point P_(j) can be regarded as an entry time point of each axle to the superstructure 7 and, more specifically, an entry time point to the lane L_(j). A time point when each of the plurality of axles of the vehicle 6 passes the observation point Q_(j) can be regarded as an exit time point of each axle from the superstructure 7, and more specifically, an exit time point from the lane L_(j).

Therefore, in the present embodiment, the first observation point information includes an entry time point of each axle of the vehicle 6 to the lane L_(j) and acceleration intensity as the first physical quantity that is the response to the action when each axle enters the lane L_(j). The second observation point information includes an exit time point of each axle of the vehicle 6 from the lane L_(j) and acceleration intensity as the second physical quantity that is the response to the action when each axle exits the lane L_(j).

Further, since the entry and the exit of each axle of the vehicle 6 correspond to each other, the first observation point information and the second observation point information can be stratified. The first observation point information, the second observation point information, and stratified information thereof are collectively referred to as axle information.

That is, in addition to the first observation point information and the second observation point information, the axle information includes correspondence information on the entry time point to the lane L_(j) and the acceleration intensity at the time of entry, the exit time point from the lane L_(j) and the acceleration intensity at the time of exit for each axle, and correspondence information between the vehicle 6 and the above corresponding information for each axle. Therefore, with the axle information, for each vehicle 6 passing through the superstructure 7, the time points when each axle passes the lane L_(j) and the observation points P_(j) and Q_(j), and the acceleration intensities at the time of passing are identified.

FIG. 5 shows an example of the axle information. In the example in FIG. 5, information in first to fourth rows is information related to the vehicle 6 whose vehicle number is 1. Information in the first row is information related to a leading axle whose axle number is 1. Information in the second row is information related to a second axle whose axle number is 2. Information in the third row is information related to a third axle whose axle number is 3. Information in the fourth row is information related to a fourth axle whose axle number is 4. For example, the correspondence information in the first row shows that, for the leading axle, whose axle number is 1, of the vehicle 6 whose vehicle number is 1, the entry time point to the lane L₂ is ti11, the acceleration intensity at the time of the entry is pai11, the exit time point from the lane L₂ is to11, and the acceleration intensity at the time of the exit is pao11.

Information in fifth and sixth rows is information related to the vehicle 6 whose vehicle number is 2. The information in the fifth row is the correspondence information related to the leading axle whose axle number is 1. The information in the sixth row is the correspondence information related to the second axle whose axle number is 2. For example, the correspondence information in the fifth row shows that, for the leading axle, whose axle number is 1, of the vehicle 6 whose vehicle number is 2, the entry time point to the lane L₁ is ti21, the acceleration intensity at the time of the entry is pai21, the exit time point from the lane L₁ is to21, and the acceleration intensity at the time of the exit is pao21.

Information in seventh and eighth rows is information related to the vehicle 6 whose vehicle number is 3. The information in the seventh row is the correspondence information related to the leading axle whose axle number is 1. The information in the eighth row is the correspondence information related to the second axle whose axle number is 2. For example, the correspondence information in the seventh row shows that, for the leading axle, whose axle number is 1, of the vehicle 6 whose vehicle number is 3, the entry time point to the lane L₁ is ti31, the acceleration intensity at the time of the entry is pai31, the exit time point from the lane L₁ is to31, and the acceleration intensity at the time of the exit is pao31.

As an example, FIGS. 6 and 7 show arrangement examples of the sensors 21 and 22 and the observation points P₁, P₂, Q₁, and Q₂ when N=2. In the case of the arrangement examples shown in FIGS. 6 and 7, a procedure for the measurement device 1 to generate the axle information will be described.

FIG. 6 is a diagram of the superstructure 7 as viewed from above. FIG. 7 is a cross-sectional view of FIG. 6 cut along a line A-A or a line B-B. In the examples shown in FIGS. 6 and 7, one sensor 21 is provided on each of the main girders G₁ and G₃ at the first end portion EA1 of the superstructure 7. One sensor 22 is provided on each of the main girders G₁ and G₃ at the second end portion EA2 of the superstructure 7. Observation points P₁ and Q₁ corresponding to the lane L₁ are respectively set at the positions on the surface of the floor plate F in the vertically upward direction of the sensors 21 and 22 provided on the main girder G₁. Observation points P₂ and Q₂ corresponding to the lane L₂ are respectively set at the positions on the surface of the floor plate F in the vertically upward direction of the sensors 21 and 22 provided on the main girder G₃. The sensor 21 provided on the main girder G₁ observes the observation point P₁. The sensor 21 provided on the main girder G₃ observes the observation point P₂. The sensor 22 provided on the main girder G₁ observes the observation point Q₁. The sensor 22 provided on the main girder G₃ observes the observation point Q₂. In order to generate the axle information, the measurement device 1 converts the acceleration at each time point detected by each of the sensors 21 and 22 into an amplitude, and acquires the acceleration intensity.

FIG. 8 shows diagrams showing examples of the acceleration detected for the observation points P₁, P₂, Q₁ and Q₂ when the vehicle 6 having four axles travels on the lane L₂. FIG. 9 shows diagrams in which the acceleration amplitude at each time point in FIG. 8 is converted into the acceleration intensity. In the examples in FIGS. 8 and 9, since the vehicle 6 is traveling on the lane L₂, a large acceleration intensity is acquired at the time point when each of the four axles of the vehicle 6 passes the observation points P₂ and Q₂. The acceleration intensity acquired at the time point when each of the four axles passes the observation point P₂ is included in the first observation point information. The acceleration intensity acquired at the time point when each of the four axles passes the observation point Q₂ is included in the second observation point information.

The measurement device 1 acquires a time point when the acquired acceleration intensity exceeds a predetermined threshold value as time points when the leading axle and subsequent axles successively pass the observation points P₂ and Q₂, that is, the entry time point of each axle to the lane L₂ and the exit time point of each axle from the lane L₂.

FIG. 10 is a diagram obtained by binarizing the acceleration intensities in FIG. 9 with the predetermined threshold value. In the example in FIG. 10, the entry time point of each of the four axles to the lane L₂ and the exit time point of each of the four axles from the lane L₂ are acquired. The entry time point of each of the four axles to the lane L₂ is included in the first observation point information. Further, the exit time of each of the four axles from the lane L₂ is included in the second observation point information.

Further, the measurement device 1 compares a pattern 1 of the entry time point of each of the four axles to the lane L₂ and a pattern 2 of the exit time point of each of the four axles from the lane L₂, and determines whether the two patterns are generated by the passage of the same vehicle 6. Since intervals among the four axles do not change, if the vehicle 6 travels on the superstructure 7 at a constant speed, the patterns 1 and 2 coincide with each other. For example, the measurement device 1 slides one of the time points of the patterns 1 and 2 so as to coincide the entry time point and the exit time point of the leading axle. When a difference between the entry time point and the exit time point of each of the second to fourth axles is less than or equal to a predetermined threshold value, the measurement device 1 determines that the patterns 1 and 2 are generated by the passage of the same vehicle 6. When the difference is greater than the predetermined threshold value, the measurement device 1 determines that the patterns 1 and 2 are generated by the passage of two vehicles 6. When two vehicles 6 continuously travel on one lane at the same speed, an erroneous determination that the plurality of axles of a preceding vehicle 6 and the plurality of axles of a rear vehicle 6 all belong to the axles of one vehicle 6 may occur. In order to avoid the erroneous determination, when an interval between the entry time point and the exit time point of two adjacent axles is a time difference more than or equal to a predetermined time, the measurement device 1 may distinguish that the entry time point and the exit time point of the two axles belong to two vehicles 6.

FIG. 11 is a diagram in which the pattern 2 showing the exit time point from the lane L₂ of each of the four axles is slid so as to coincide the entry time point and the exit time point of the leading axle with respect to FIG. 10. FIG. 11 is enlarged in a horizontal axis direction with respect to FIG. 10. In the example in FIG. 11, the pattern 1 showing the entry time point of each of the four axles to the lane L₂ and the pattern 2 showing the exit time point of each of the four axles from the lane L₂ are substantially the same. It is determined that the patterns 1 and 2 are generated by the passage of the same vehicle 6.

Then, by associating the four entry time points to the lane L₂ shown in FIG. 10 and peak values of the four acceleration intensities at the observation point P₂ shown in FIG. 9, the four exit time points from the lane L₂ shown in FIG. 10, and peak values of the four acceleration intensities at the observation point Q₂ shown in FIG. 9 with one another in order from the first, the measurement device 1 acquires the correspondence information of the leading axle, the correspondence information of the second axle, the correspondence information of the third axle, and the correspondence information of the fourth axle. Further, the measurement device 1 acquires the correspondence information in which the vehicle 6 traveling on the lane L₂ and the correspondence information of the four axles are associated with each other. These pieces of information are included in the axle information together with the first observation point information and the second observation point information.

Based on the axle information, the measurement device 1 can identify, for any vehicle 6 passing through the lane L_(j) of the superstructure 7, the entry time point of each axle of the vehicle 6 to the observation point P_(j), the acceleration intensity at the observation point P_(j) by each axle, the exit time point of each axle from the observation point Q_(j), and the acceleration intensity at the observation point Q_(j) by each axle.

1-3. Generation of Deflection Waveform

In the present embodiment, considering that in the superstructure 7 of the bridge 5, one or more bridge floors 7 a constituted by the floor plate F and the main girders G₁ to G_(K) are continuously arranged, the measurement device 1 calculates a displacement of one bridge floor 7 a as a displacement at a central portion in the longitudinal direction. The load applied to the superstructure 7 moves from one end to the other end of the superstructure 7. At this time, a position of the load on the superstructure 7 and a load amount can be used to express a deflection amount, which is the displacement at the central portion of the superstructure 7. In the present embodiment, in order to express, as a trajectory of a deflection amount due to the movement on a beam with a one-point load, the deflection deformation when the axles of the vehicle 6 move on the superstructure 7, a structural model shown in FIG. 12 is considered. In the structural model, the deflection amount at the central position is calculated. In FIG. 12, P is the load. a is a load position from an end of the superstructure 7 on a side where the vehicle 6 enters. b is a load position from an end of the superstructure 7 on a side where the vehicle 6 exits. I is a distance between both ends of the superstructure 7. The structural model shown in FIG. 12 is a simple beam that supports both ends with both ends as fulcrums.

In the structural model shown in FIG. 12, when the position of the end of the superstructure 7 on the side where the vehicle 6 enters is zero and the observation position for the deflection amount is x, a bending moment M of the simple beam is expressed by Equation (1).

$\begin{matrix} {M = {{\frac{b}{l}Px} - {P{H_{a}\left( {x - a} \right)}}}} & (1) \end{matrix}$

In Equation (1), a function H_(a) is defined as in Equation (2).

$\begin{matrix} {H_{a} = \left\{ \begin{matrix} 0 & \left( {{{if}\mspace{14mu} x} \leq a} \right) \\ 1 & \left( {{{if}\mspace{14mu} x} > a} \right) \end{matrix} \right.} & (2) \end{matrix}$

Equation (3) is obtained by transforming Equation (1).

$\begin{matrix} {{- \frac{Ml}{P}} = {{{- b}x} + {H_{a}{l\left( {x - a} \right)}}}} & (3) \end{matrix}$

Meanwhile, the bending moment M is expressed by Equation (4). In Equation (4), θ is an angle, I is a secondary moment, and E is a Young's modulus.

$\begin{matrix} {{- M} = {EI\frac{d\theta}{dx}}} & (4) \end{matrix}$

Equation (4) is substituted into Equation (3), and Equation (5) is obtained.

$\begin{matrix} {{\frac{EIl}{P}\frac{d\theta}{dx}} = {{{- b}x} + {H_{a}{l\left( {x - a} \right)}}}} & (5) \end{matrix}$

Equation (6) is obtained by integrating Equation (5) with respect to the observation position x, and Equation (7) is obtained by calculating Equation (6). In Equation (7), C₁ is an integral constant.

$\begin{matrix} {{\int{\frac{EIl}{P}\frac{d\;\theta}{dx}{dx}}} = {\int{\left( {{{- b}x} + {H_{a}{l\left( {x - a} \right)}}} \right){dx}}}} & (6) \\ {{\frac{EIl}{P}\theta} = {{- \frac{bx^{2}}{2}} + {H_{a}\frac{{l\left( {x - a} \right)}^{2}}{2}} + C_{1}}} & (7) \end{matrix}$

Further, Equation (8) is obtained by integrating Equation (7) with respect to the observation position x, and Equation (9) is obtained by calculating Equation (8). In Equation (9), C₂ is an integral constant.

$\begin{matrix} {{\int{\frac{EIl}{P}\theta dx}} = {\int{\left\{ {{- \frac{bx^{2}}{2}} + {H_{a}\frac{{l\left( {x - a} \right)}^{2}}{2}} + C_{1}} \right\}{dx}}}} & (8) \\ {{\frac{EIl}{P}\theta x} = {{- \frac{bx^{3}}{6}} + {H_{a}\frac{{l\left( {x - a} \right)}^{3}}{6}} + {C_{1}x} + C_{2}}} & (9) \end{matrix}$

In Equation (9), θx represents a deflection amount. Equation (10) is obtained by replacing θx with a deflection amount w.

$\begin{matrix} {{\frac{EIl}{P}w} = {{- \frac{bx^{3}}{6}} + {H_{a}\frac{{l\left( {x - a} \right)}^{3}}{6}} + {C_{1}x} + C_{2}}} & (10) \end{matrix}$

Based on FIG. 12, since b=l−a, Equation (10) is transformed as Equation (11).

$\begin{matrix} {{\frac{EIl}{P}w} = {{- \frac{\left( {l - a} \right)x^{3}}{6}} + {H_{a}\frac{{l\left( {x - a} \right)}^{3}}{6}} + {C_{1}x} + C_{2}}} & (11) \end{matrix}$

Since the deflection amount w=0 when x=0, and H_(a)=0 based on x≤a, Equation (12) is obtained by substituting x=w=H_(a)=0 into Equation (11).

C ₂=0  (12)

Since the deflection amount w=0 when x=1, and H_(a)=1 based on x>a, Equation (13) is obtained by substituting x=1, w=0, and H_(a)=1 into Equation (11).

$\begin{matrix} {C_{1} = \frac{{a\left( {l - a} \right)}\left( {a + {2\left( {l - a} \right)}} \right)}{6}} & (13) \end{matrix}$

Equation (14) is obtained by substituting b=l−a into Equation (13).

$\begin{matrix} {C_{1} = \frac{a{b\left( {a + {2b}} \right)}}{6}} & (14) \end{matrix}$

Equation (15) is obtained by substituting the integral constant C₁ in Equation (12) and the integral constant C₂ in Equation (13) into Equation (10).

$\begin{matrix} {{\frac{EIl}{P}w} = {{- \frac{bx^{3}}{6}} + {H_{a}\frac{{l\left( {x - a} \right)}^{3}}{6}} + {\frac{{ab}\left( {a + {2b}} \right)}{6}x}}} & (15) \end{matrix}$

Equation (15) is transformed and the deflection amount w at the observation position x when the load P is applied to the position a is expressed by Equation (16).

$\begin{matrix} {w = {\frac{P}{6{EIl}}\left\{ {{{- b}x^{3}} + {H_{a}{l\left( {x - a} \right)}^{3}} + {a{b\left( {a + {2b}} \right)}x}} \right\}}} & (16) \end{matrix}$

FIG. 13 shows a state in which the load P moves from one end to the other end of the simple beam under a condition that the observation position x of the deflection amount is fixed at the central position of the simple beam, that is, when x=l/2.

When the load position a is on the left side of the observation position x=l/2, since H_(a)=1 based on x>a, Equation (17) is obtained by substituting x=l/2 and H_(a)=1 into Equation (16).

$\begin{matrix} {w = {\frac{P}{6{EIl}}\left\{ {{- {b\left( \frac{l}{2} \right)}^{3}} + {1{l\left( {\left( \frac{l}{2} \right) - a} \right)}^{3}} + {a{b\left( {a + {2b}} \right)}\left( \frac{l}{2} \right)}} \right\}}} & (17) \end{matrix}$

Equation (18) is obtained by substituting l=a+b into Equation (17).

$\begin{matrix} {w = {\frac{P}{48{EI}}{a\left( {{- a^{2}} + {3\left( {\left( {a + b} \right)^{2} - a^{2}} \right)}} \right)}}} & (18) \end{matrix}$

Substituting a+b=l into Equation (18), a deflection amount w_(L) at the observation position x when the position of the load P is on the left side of the central observation position x=l/2 is as shown in Equation (19).

$\begin{matrix} {w_{L} = {\frac{P}{48{EI}}\left( {{3al^{2}} - {4a^{3}}} \right)}} & (19) \end{matrix}$

On the other hand, when the load position a is on the right side of the observation position x=l/2, since H_(a)=0 based on x≤a, Equation (20) is obtained by substituting x=l/2 and H_(a)=0 into Equation (16).

$\begin{matrix} {w = {\frac{P}{6{EIl}}\left\{ {{- {b\left( \frac{l}{2} \right)}^{3}} + {a{b\left( {a + {2b}} \right)}\left( \frac{l}{2} \right)}} \right\}}} & (20) \end{matrix}$

Substituting l=a+b into Equation (20), a deflection amount w_(R) at the observation position x when the position of the load P is on the right side of the central observation position x=l/2 is as shown in Equation (21).

$\begin{matrix} {w_{R} = {\frac{P}{48{EI}}\left\{ {{3a^{2}b} + {6ab^{2}} - b^{3}} \right\}}} & (21) \end{matrix}$

When the load position a is the same as the observation position x=l/2, since H_(a)=0 based on x≤a, Equation (22) is obtained by substituting H_(a)=0 and a=b=l/2 into Equation (16).

$\begin{matrix} {w = {\frac{P}{6{EIl}}2a^{4}}} & (22) \end{matrix}$

Further, substituting a=l/2 into Equation (22), the deflection amount w at the observation position x when the position of the load P is the same as the central observation position is as shown in Equation (23).

$\begin{matrix} {w = {\frac{P}{48{EI}}l^{3}}} & (23) \end{matrix}$

In the simple beam with the fulcrums at both ends, a maximum deflection displacement is obtained when the load P is at the center. Therefore, according to Equation (23), a maximum deflection amount w_(max) is expressed by Equation (24).

$\begin{matrix} {w_{\max} = {w = {\frac{P}{48{EI}}l^{3}}}} & (24) \end{matrix}$

When the deflection amount w_(L) at the observation position x when the position of the load P is on the left side of the central observation position x=l/2 is divided by the maximum deflection amount w_(max) and normalized by the maximum deflection amount w_(max), Equation (25) is obtained based on Equation (19) and Equation (24).

$\begin{matrix} {\frac{w_{L}}{w_{\max}} = {\frac{\frac{P}{48{EI}}\left( {{3al^{2}} - {4a^{3}}} \right)}{\frac{P}{48{EI}}l^{3}} = {\frac{3a}{l} - \frac{4a^{3}}{l^{3}}}}} & (25) \end{matrix}$

Equation (26) is obtained by setting a/l=r in Equation (25).

$\begin{matrix} {\frac{w_{L}}{w_{\max}} = {{3r} - {4r^{3}}}} & (26) \end{matrix}$

On the other hand, when the deflection amount w_(R) at the observation position x when the position of the load P is on the right side of the central observation position x=l/2 is divided by the maximum deflection amount w_(max) and normalized by the maximum deflection amount w_(max), Equation (27) is obtained based on Equation (21) and Equation (24).

$\begin{matrix} {\frac{w_{R}}{w_{\max}} = {\frac{\frac{P}{48{EI}}\left( {{3a^{2}b} + {6ab^{2}} - b^{3}} \right)}{\frac{P}{48{EI}}l^{3}} = {\frac{3b}{l} - \frac{4b^{3}}{f^{3}}}}} & (27) \end{matrix}$

Here, since b=l×(1−r) based on a/l=r and a+b=l, Equation (28) is obtained by substituting b=l×(1−r) into Equation (27).

$\begin{matrix} {\frac{w_{R}}{w_{\max}} = {{3\left( {1 - r} \right)} - {4\left( {1 - r} \right)^{3}}}} & (28) \end{matrix}$

By summarizing Equation (25) and Equation (27), a normalized deflection amount w_(std) normalized by the maximum deflection amount observed at the central portion when the load P moves on the simple beam is expressed by Equation (29).

$\begin{matrix} {w_{std} = {\frac{w}{w_{\max}} = \left\{ \begin{matrix} {{3r} - {4r^{3}}} & \left( {{{if}\mspace{14mu} a} < \frac{l}{2}} \right) \\ {{3\ \left( {1 - r} \right)} - {4\left( {1 - r} \right)^{3}}} & \left( {{{if}\ \frac{l}{2}} < a} \right) \end{matrix} \right.}} & (29) \end{matrix}$

In Equation (29), r=a/l and 1−r=b/l indicate a ratio of the position of the load P to the distance l between the fulcrums of the simple beam, and a variable R is defined as shown in Equation (30).

$\begin{matrix} {R = \left\{ \begin{matrix} \frac{a}{l} & \left( {{{if}\mspace{14mu} a} < \frac{l}{2}} \right) \\ \frac{b}{l} & \left( {{{if}\ \frac{l}{2}} < a} \right) \end{matrix} \right.} & (30) \end{matrix}$

Equation (29) is replaced by Equation (31) using Equation (30).

w _(std)=3R−4R ³  (31)

Equation (30) and Equation (31) indicate that, when the observation position is at the center of the simple beam, the deflection amount is symmetrical on the right side and the left side of the center of the position of the load P.

FIG. 14 shows an example of a waveform of the normalized deflection amount w_(std) in the case of the observation position x=l/2. In FIG. 14, the horizontal axis represents the position of the load P, and the vertical axis represents the normalized deflection amount w_(std). In the example in FIG. 14, the distance l between the fulcrums of the simple beam is 1.

The above-described axle information includes the entry time point of each axle of the vehicle 6 to the lane L_(j) and the exit time point of each axle of the vehicle 6 from the lane L_(j), that is, the time points when the vehicle 6 passes the positions at both ends of the superstructure 7. Therefore, the positions at both ends of the superstructure 7 correspond to the entry time point and the exit time point of the axle, and the load positions a and b are replaced with time. It is assumed that the speed of the vehicle 6 is substantially constant and the position and the time point are substantially proportional.

When the load position at the left end of the superstructure 7 corresponds to an entry time point t_(i), and the load position at the right end of the superstructure 7 corresponds to an exit time point t_(o), the load position a from the left end is replaced with an elapsed time point t_(p) from the entry time point t_(i). The elapsed time point t_(p) is expressed by Equation (32).

t _(p) =t−t _(i)  (32)

The distance l between the fulcrums is replaced by a time t_(s) from the entry time point t_(i) to the exit time point t_(o). The time t_(s) is expressed by Equation (33).

t _(s) =t _(o) −t _(i)  (33)

Since the speed of the vehicle 6 is constant, a time point t_(c) when the load position a is at the center of the superstructure 7 is expressed by Equation (34).

$\begin{matrix} {t_{c} = \frac{t_{i} + t_{o}}{2}} & (34) \end{matrix}$

By replacing the position with the time as described above, the position of the load P is expressed by Equation (35) and Equation (36).

$\begin{matrix} {\frac{a}{l} = {r = \frac{t_{p}}{t_{s}}}} & (35) \\ {{1 - r} = {1 - \frac{t}{t_{s}}}} & (36) \end{matrix}$

Substituting Equation (35) and Equation (36) into Equation (29), the normalized deflection amount w_(std) replaced by time is expressed by Equation (37).

$\begin{matrix} {w_{std} = \left\{ \begin{matrix} 0 & \left( {{{if}\mspace{14mu} t} < t_{i}} \right) & \; \\ {{3\frac{t_{p}}{t_{s}}} - {4\left( \frac{t_{p}}{t_{s}} \right)^{3}}} & \left( {{{if}\mspace{14mu} t_{i}} < t < \frac{\left( t_{O} + t_{i} \right)}{2}} \right) & \; \\ {{3\left( {1 - \frac{t_{p}}{t_{s}}} \right)} - {4\left( {1 - \frac{t_{p}}{t_{s}}} \right)^{3}}} & \left( {{{if}\frac{\left( t_{O} + t_{i} \right)}{2}} < t < t_{o}} \right) & \; \\ 0 & \left( {{{if}\mspace{14mu} t} > t_{o}} \right) & \; \end{matrix} \right.} & (37) \end{matrix}$

Alternatively, according to Equation (30) and Equation (31), the normalized deflection amount w_(std) normalized by the maximum amplitude is expressed by Equation (38) by substituting the variable R with time.

$\begin{matrix} {{w_{std} = {{3R} - {4R^{3}}}},{R = \left\{ {\begin{matrix} \; \\ \; \\ \; \\ \; \end{matrix}\begin{matrix} 0 & \left( {{{if}\mspace{14mu} t} < t_{i}} \right) \\ \frac{t_{p}}{t_{s}} & \left( {{{if}\mspace{14mu} t_{i}} < t < \frac{\left( t_{O} + t_{i} \right)}{2}} \right) \\ {1 - \frac{t_{p}}{t_{s}}} & \left( {{{if}\frac{\left( t_{O} + t_{i} \right)}{2}} < t < t_{o}} \right) \\ 0 & \left( {{{if}\mspace{14mu} t} > t_{o}} \right) \end{matrix}} \right.}} & (38) \end{matrix}$

Considering that a relationship between the elapse of time and the normalized deflection amount is treated as observation data, the normalized deflection amount w_(std) is replaced with a normalized deflection amount model w_(std)(t) at the observation position at the center of the beam due to the movement of a single concentrated load on the simple beam with the fulcrums at both ends, and Equation (38) becomes Equation (39). Equation (39) is an approximate expression of deflection of the superstructure 7, which is a structure, and is an equation based on the structure model of the superstructure 7. Specifically, Equation (39) is an equation normalized by the maximum amplitude of deflection at the central position between the observation point P_(j) and the observation point Q_(j) in the lane L_(j) where the vehicle 6 moves. The maximum value of the equation is 1.

$\begin{matrix} {{{w_{std}(t)} = {{3R} - {4R^{3}}}},{R = \left\{ {\begin{matrix} \; \\ \; \\ \; \\ \; \end{matrix}\begin{matrix} 0 & \left( {{{if}\mspace{14mu} t} < t_{i}} \right) \\ \frac{t_{p}}{t_{s}} & \left( {{{if}\mspace{14mu} t_{i}} < t < \frac{\left( t_{O} + t_{i} \right)}{2}} \right) \\ {1 - \frac{t_{p}}{t_{s}}} & \left( {{{if}\frac{\left( t_{O} + t_{i} \right)}{2}} < t < t_{o}} \right) \\ 0 & \left( {{{if}\mspace{14mu} t} > t_{o}} \right) \end{matrix}} \right.}} & (39) \end{matrix}$

Time information required for the normalized deflection amount model w_(std)(t) is obtained from the axle information described above. Since the normalized deflection amount model w_(std)(t) has a maximum deflection amount w_(max) at the central position of the superstructure 7, Equation (40) is obtained.

$\begin{matrix} {w_{\max} = {{\max\left\{ {w_{std}(t)} \right\}} = {w_{std}\left( {t_{i} + {\frac{1}{2}t_{s}}} \right)}}} & (40) \end{matrix}$

Since the deflection amount w shown in the above Equation (23) is the deflection amount at the observation position x=l/2 when the position of the load P is the same as the central observation position, and the deflection amount w coincides with the maximum deflection amount w_(max), Equation (41) is obtained.

$\begin{matrix} {w_{\max} = {\frac{P}{48EI}l^{3}}} & \left( {41} \right) \end{matrix}$

FIG. 15 shows an example of the normalized deflection amount model w_(std)(t). In the example in FIG. 15, at the time point t_(c)=(t_(i)+t_(o))/2=5 in which the entry time point t_(i)=4 and the exit time point t_(o)=6, the normalized deflection amount model w_(std)(t) has the maximum deflection amount w_(max)=1 at the central position of the superstructure 7.

It is assumed that the superstructure 7 which is the structure functions as bridge weigh in motion (BWIM), and is considered to be deformed in a manner of resembling a simple beam with both ends as fulcrums. Since the vehicle 6, which is a moving object, passes through the superstructure 7 substantially at a constant speed from one end portion and moves to the other end portion of the superstructure 7, an intermediate portion of the superstructure 7 and the end portion of the superstructure 7 receive the same load. Therefore, it can be considered that the observed displacement of the superstructure 7 is approximately proportional to an acceleration intensity a_(p) of the axle obtained from the axle information.

Assuming that a proportional coefficient is a product of the acceleration intensity a_(p) of the axle obtained from the axle information and a predetermined coefficient p, a deflection waveform H(t) of the superstructure 7 generated by each axle is obtained by Equation (42). The acceleration intensity a_(p) may be the acceleration intensity at the time of entry and the acceleration intensity at the time of exit, which are included in the axle information, or a statistical value such as an average value of the acceleration intensity at the time of entry and the acceleration intensity at the time of exit.

H(t)=pa _(p) w _(std)(t)  (42)

Substituting Equation (39) into Equation (42), the deflection waveform H(t) is expressed by Equation (43).

$\begin{matrix} {{{H(t)} = {p{a_{p}\left( {{3R} - {4R^{3}}} \right)}}},\mspace{31mu}{R = \left\{ \begin{matrix} 0 & \left( {{{if}\mspace{14mu} t} < t_{i}} \right) \\ \frac{t_{p}}{t_{s}} & \left( {{{if}\mspace{14mu} t_{i}} < t < \frac{\left( {t_{O} + t_{i}} \right)}{2}} \right) \\ {1 - \frac{t_{p}}{t_{s}}} & \left( {{{if}\mspace{14mu}\frac{\left( {t_{O} + t_{i}} \right)}{2}} < t < t_{o}} \right) \\ 0 & \left( {{{if}\mspace{14mu} t} > t_{o}} \right) \end{matrix} \right.}} & (43) \end{matrix}$

Until now, the single load P is applied to the superstructure 7. However, since the load from each axle of the vehicle 6 is applied to the lane L on which the vehicle 6 travels, Equation (43) is replaced by a deflection waveform H_(jk)(t) as in Equation (44). In Equation (44), k is an integer indicating the axle number, and j is an integer indicating the lane number. As shown in Equation (44), the deflection waveform H_(jk)(t) is proportional to the product of the predetermined coefficient p and an acceleration intensity a_(pjk).

$\begin{matrix} {{{H_{jk}(t)} = {{pa_{p_{jk}}{w_{std}(t)}} = {p{a_{p_{jk}}\left( {{3R} - {4R^{3}}} \right)}}}},{R = \left\{ \begin{matrix} 0 & \left( {{{if}\mspace{14mu} t} < t_{i}} \right) \\ \frac{t_{p}}{t_{s}} & \left( {{{if}\mspace{14mu} t_{i}} < t < \frac{\left( {t_{O} + t_{i}} \right)}{2}} \right) \\ {1 - \frac{t_{p}}{t_{s}}} & \left( {{{if}\mspace{14mu}\frac{\left( {t_{O} + t_{i}} \right)}{2}} < t < t_{o}} \right) \\ 0 & \left( {{{if}\mspace{14mu} t} > t_{o}} \right) \end{matrix} \right.}} & \left( {44} \right) \end{matrix}$

FIG. 16 shows an example of the deflection waveform of the superstructure 7 generated by each axle included in the vehicle 6 traveling on the lane L_(j). In the example in FIG. 16, the vehicle 6 is a four-axle vehicle, and four deflection waveforms H_(j1)(t), H_(j2) (t), H_(j3) (t), and H_(j4)(t) are shown. In the example in FIG. 16, since the loads generated by the leading and second axles are relatively small and the loads generated by the third and fourth axles are relatively large, maximum amplitudes of the deflection waveforms H_(j1)(t) and H_(j2)(t) are relatively small, and maximum amplitudes of the deflection waveforms H_(j3)(t) and H_(j4) (t) are relatively large.

1-4. Calculation of Correction Coefficient

FIG. 17 shows an example of positions at the center of gravity and positions of the axles of a four-axle vehicle, a three-axle vehicle, and a two-axle vehicle. In the example in FIG. 17, the four-axle vehicle has the center of gravity between the second axle and the third axle. The three-axle vehicle has the center of gravity between the leading axle and the second axle. The two-axle vehicle has the center of gravity between the leading axle and the second axle.

Since the acceleration intensity a_(pjk) of each axle of the vehicle 6 is influenced by a distance moment from the center of gravity of the vehicle 6 to each axle, the acceleration intensities generated by the loads of respective stationary axles may be significantly different. In this case, approximation between the deflection waveform H_(jk)(t) calculated according to Equation (44) and the actually measured displacement waveform decreases. Here, in the present embodiment, the measurement device 1 replaces, based on the first observation point information, the deflection waveform H_(jk)(t) obtained according to Equation (44) with a deflection waveform in consideration of the influence of the distance moment from the center of gravity of the vehicle 6 to each axle.

When a leading time point, which is a time point when the leading axle whose axle number is 1 among the plurality of axles of the vehicle 6 passes the observation point P_(j), is set as t_(j1), the measurement device 1 calculates a time Δt_(jk) from the leading time point t_(j1) to a time point t_(jk) when the axle whose axle number is k passes the observation point P_(j) as in Equation (45). k is an integer of 1 or more and last or less. The leading time point t_(j1) is an example of a “first leading time”.

Δt _(jk) =t _(jk) −t _(j1)  (45)

FIG. 18 shows an example of times Δt_(j2) to Δt_(jlast) calculated according to Equation (45). Since the time Δt_(j1) is zero, illustration thereof is omitted. FIG. 18 is a diagram obtained by binarizing the acceleration intensity at the observation point P_(j) by each axle when each of the four-axle vehicle, the three-axle vehicle, and the two-axle vehicle travels on the lane L_(j).

Next, the measurement device 1 calculates a normalized time Δt_(jstdk) obtained by normalizing the time Δt_(jk) expressed by Equation (45) with the time Δt_(jlast) obtained according to Equation (46). The Δt_(jlast) is a time from the leading time point t_(j1) to a time point when the last axle passes the observation point P_(j).

$\begin{matrix} {{\Delta t_{jstd_{k}}} = \frac{\Delta t_{jk}}{\Delta t_{jlast}}} & \left( {46} \right) \end{matrix}$

Next, according to Equation (47), the measurement device 1 calculates an addition normalized impact power _(add) {a_(pj_stdk)} which is obtained by normalizing an integrated value of acceleration intensities a_(pj1) to a_(pjk) at the observation point P_(j) generated by each axle from the leading axle whose axle number is 1 to the axle whose axle number is k with a total sum of the acceleration intensities a_(pj1) to a_(pjlast) at the observation point P_(j) generated by each axle from the leading axle whose axle number is 1 to the last axle whose axle number is last.

$\begin{matrix} {{\,_{add}\left\{ a_{{pj}\;\_\;{std}_{k}} \right\}} = {\sum\limits_{n = 1}^{k}{a_{{pj}_{n}}\left\{ {\sum\limits_{j = 1}^{last}a_{pj_{i}}} \right\}^{- 1}}}} & \left( {47} \right) \end{matrix}$

FIG. 19 shows an example of correlation between the normalized time Δt_(jstdk) calculated according to Equation (46) and the addition normalized impact power _(add){a_(pj_stdk)} calculated according to Equation (47). In FIG. 19, the horizontal axis represents the normalized time Δt_(jstdk), and the vertical axis represents the addition normalized impact power _(add){a_(pj_stdk)}. In the example in FIG. 19, the vehicle 6 is a four-axle vehicle, and four points are plotted. A broken line is a straight line connecting two points. As shown in FIG. 19, the addition normalized impact power _(add){a_(pj_stdk)} monotonically increases with respect to the normalized time Δt_(jstdk).

Next, a predetermined distribution ratio for distributing the load of the vehicle 6 to a load before the center of gravity of the vehicle 6 and a load after the center of gravity of the vehicle 6 is set as R:1−R=_(imag)R_(F):1−_(imag)R_(F)). The measurement device 1 calculates a shift addition normalized impact power _(shift_add){a_(pj_stdk)} obtained by subtracting _(imag)R_(F) from the addition normalized impact power _(add){a_(pj_stdk)} as in Equation (48).

_(shift_add) {a _(pj_std) _(k) }=_(add) {a _(pj_std) _(k) }−_(imag) R _(F)  (48)

Since the distribution ratio _(imag)R_(F):(1−_(imag)R_(F)) is an unknown number that cannot be measured, for example, a load distribution ratio before and after the center of gravity recommended in terms of steering stability of a general vehicle is assumed. For example, when the distribution ratio is 0.4:0.6, _(imag)R_(F) is 0.4. The _(imag)R_(F) assumed in terms of the steering stability of the general vehicle is 0.4 or more and 0.6 or less.

FIG. 20 shows correlation between the normalized time Δt_(jstdk) and the shift addition normalized impact power _(shift_add){a_(pj_stdk)} obtained by subtracting _(imag)R_(F)=0.4 from the addition normalized impact power _(add){a_(pj_stdk)} shown in FIG. 19. In FIG. 20, the horizontal axis represents the normalized time Δt_(jstdk), and the vertical axis represents the shift addition normalized impact power _(shift_add){a_(pj_stdk)}.

Next, the measurement device 1 interpolates a reference time Δt_(jGOC) when the shift addition normalized impact power _(shift_add){a_(pj_stdk)} is zero based on the correlation between the normalized time Δt_(jstdk) and the shift addition normalized impact power _(shift_add){a_(pj_stdk)}.

Next, the measurement device 1 obtains an axle number s in which the shift addition normalized impact power _(shift_add){a_(pj_stds)} for the axles whose axle numbers are 1 to s is a negative value and the shift addition normalized impact power _(shift_add){a_(pj_stds)} for the axles whose axle numbers are s+1 to last is a positive value.

As in Equation (49), coordinates indicating the normalized time Δt_(jstds) and the shift addition normalized impact power _(shift_add){a_(pj_stds)}, which is a negative value, for the axle whose axle number is s are set as (x_(s), y_(s)).

$\begin{matrix} {{{point}_{n}\left( {\Delta\; t_{{jstd}_{s}}{\,_{\mspace{14mu}{{shift}\;\_\;{add}}}\left\{ a_{{pj}\;\_\;{std}_{s}} \right\}}} \right)} = \begin{pmatrix} x_{s} & y_{s} \end{pmatrix}} & (49) \end{matrix}$

Similarly, as in Equation (50), coordinates indicating the normalized time Δt_(jstds) and the shift addition normalized impact power _(shift_add){a_(pj_stds+1)}, which is a positive value, for the axle whose axle number is s+1 are set as (x_(s+1), y_(s+1)).

$\begin{matrix} {{{poin}{t_{p}\left( {\Delta\; t_{{jstd}_{s + 1}}{\,_{\mspace{14mu}{{shift}\;\_\;{add}}}\left\{ a_{{pj}\;\_\;{std}_{s + 1}} \right\}}} \right)}} = \begin{pmatrix} x_{s + 1} & y_{s + 1} \end{pmatrix}} & \left( {50} \right) \end{matrix}$

A straight line passing through the point of the coordinates (x_(s), y_(s)) and the point of the coordinates (x_(s+1), y_(s+1)) is given by Equation (51).

$\begin{matrix} {y = {{\frac{y_{s + 1} - y_{s}}{x_{s + 1} - x_{s}}x} + y_{s} - {\frac{y_{s + 1} - y_{s}}{x_{s + 1} - x_{s}}x_{s}}}} & \left( {51} \right) \end{matrix}$

According to Equation (52) the measurement device 1 calculates, an x coordinate of an intersection between the straight line expressed by Equation (51) and y=0, and sets the calculated x coordinate as the reference time Δt_(jGOC).

$\begin{matrix} {{\Delta t_{jGOC}} = {x = {- \frac{{\left( {x_{s + 1} - x_{s}} \right)y_{s}} - {\left( {y_{s + 1} - y_{s}} \right)x_{s}}}{y_{s + 1} - y_{s}}}}} & \left( {52} \right) \end{matrix}$

Here, when the time point when the total sum of the acceleration intensities a_(pj1) to a_(pjlast) from the leading axle whose axle number is 1 to the last axle whose axle number is last is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)) is defined as the reference time point t_(jGOC), the reference time Δt_(jGOC) is a time from the time point when the leading axle passes the observation point P_(j) to the reference time point t_(jGOC). The reference time point t_(jGOC) is a time point when the center of gravity of the vehicle 6 is estimated to pass the observation point P_(j).

FIG. 21 shows a relationship between the reference time Δt_(jGOC) and the reference time point t_(jGOC) calculated for the correlation between the normalized time Δt_(jstdk) and the shift addition normalized impact power _(shift_add){a_(pj_stdk)} shown in FIG. 20. In the present embodiment, since the time point when the leading axle passes the observation point P is set to zero, the reference time Δt_(jGOC) and the reference time point t_(jGOC) are equal to each other. The reference time point t_(jGOC) is an example of a “first reference time”.

Next, the measurement device 1 calculates a normalized time difference Δt_(jstd-GOCk), which is a time difference between the normalized time Δt_(jstdk) of each axle and the reference time Δt_(jGOC), as in Equation (53).

Δt _(jstd-GOC) _(k) =|Δt _(jstd) _(k) −Δt _(jGOC)|  (53)

Next, according to Equation (54), the measurement device 1 calculates a ratio of the normalized time difference Δt_(jstd-GOCk) of axles whose axle numbers are 1 to s, in which the shift addition normalized impact power _(shift_add){a_(pj_stdk)} is a negative value, to a sum of the normalized time differences Δt_(jstd-GOC1) to Δt_(jstd-GOCs) of axles whose axle numbers are 1 to s, and uses the ratio as a correction coefficient R_(jk). k is an integer of 1 or more and s or less.

$\begin{matrix} {R_{jk} = \frac{\Delta t_{{jstd} - {{GO}C_{k}}}}{\sum_{t = 1}^{s}{\Delta\;{t_{jstd}}_{\;^{- {GOC}_{n}}}}}} & (54) \end{matrix}$

Similarly, according to Equation (55), the measurement device 1 calculates a ratio of the normalized time difference Δt_(jstd-GOCk) of axles whose axle numbers are s+1 to last, in which the shift addition normalized impact power _(shift_add){a_(pj_stdk)} is a positive value, and a sum of the normalized time differences Δt_(jstd-GOCs+1) to Δt_(jstd-GOClast) of axles whose axle numbers are s+1 to last, and uses the ratio as a correction coefficient R_(jk). k is an integer of s+1 or more and last or less.

$\begin{matrix} {R_{jk} = \frac{\Delta t_{{jstd} - {GOC}_{k}}}{\sum_{n = {s + 1}}^{last}{\Delta\; t_{{jstd} - {GOC}_{n}}}}} & \left( {55} \right) \end{matrix}$

According to Equations (54) and (55), correction coefficients R_(j1) to R_(jlast) of the axles whose axle numbers are 1 to last are obtained. The correction coefficient R_(jk) is a coefficient for correcting the acceleration intensity a_(pjk) so as to reduce the influence of the distance moment. The above Equation (44) for calculating the deflection waveform H_(jk) (t) is replaced with Equation (56) using the correction coefficient R_(jk).

$\begin{matrix} {{{H_{jk}(t)} = {{{pR}_{jk}a_{p_{jk}}{w_{std}(t)}} = {{pR}_{jk}{a_{p_{jk}}\left( {{3R} - {4R^{3}}} \right)}}}},{R = \left\{ \begin{matrix} 0 & \left( {{{if}\mspace{14mu} t} < t_{i}} \right) \\ \frac{t_{p}}{t_{s}} & \left( {{{if}\mspace{14mu} t_{i}} < t < \frac{\left( {t_{O} + t_{i}} \right)}{2}} \right) \\ {1 - \frac{t_{p}}{t_{s}}} & \left( {{{if}\mspace{14mu}\frac{\left( {t_{O} + t_{i}} \right)}{2}} < t < t_{o}} \right) \\ 0 & \left( {{{if}\mspace{14mu} t} > t_{o}} \right) \end{matrix} \right.}} & (56) \end{matrix}$

The measurement device 1 calculates the deflection waveform H_(jk) (t) of the superstructure 7 generated by the axle whose axle number is k according to Equation (56).

FIG. 22 shows an example of the deflection waveform of the superstructure 7 generated by each axle and calculated according to Equation (56). FIG. 22 shows deflection waveforms H_(j1)(t), H_(j2) (t), H_(j3) (t), and H_(j4) (t) obtained by correcting the four deflection waveforms shown in FIG. 16, respectively. When the example of FIG. 22 is compared with the example of FIG. 16, the maximum amplitudes of the deflection waveforms H_(j1)(t) and H_(j2)(t) increase, and the maximum amplitudes of the deflection waveforms H_(j3)(t) and H_(j4) (t) decrease. That is, the influence of the distance moment on the acceleration intensities a_(pj1) to a_(pjlast) is corrected by the correction coefficients R_(j1) to R_(jlast).

As shown in Equation (57), a deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6 traveling on the lane L_(j) is obtained by adding the deflection waveform H_(jk)(t) of the superstructure 7 generated by each axle. In Equation (57), m is an integer indicating the vehicle number, k is an integer indicating the axle number, and j is an integer indicating the lane number.

$\begin{matrix} {{C{P_{jm}(t)}} = {\sum\limits_{k}{H_{jk}(t)}}} & \left( {57} \right) \end{matrix}$

The measurement device 1 calculates the deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6, whose vehicle number is m, traveling on the lane L_(j) according to Equation (57).

In FIG. 23, a deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6 whose vehicle number is m, which is obtained by adding the four deflection waveforms H_(j1)(t), H_(j2)(t), H_(j3)(t), and H_(j4)(t) shown in FIG. 22, is indicated by a solid line. In FIG. 23, a deflection waveform CP_(jm)(t) obtained by adding the four deflection waveforms H_(j1)(t), H_(j2)(t), H_(j3)(t), and H_(j4)(t) shown in FIG. 16 is indicated by a broken line. As shown in FIG. 23, the maximum amplitude of the deflection waveform CP_(jm)(t) and the time point when the deflection waveform CP_(j)m(t) reaches the maximum amplitude are corrected by the correction coefficients R_(j1) to R_(jlast).

1-5. Calculation of Displacement

The correlation between the deflection waveform CP_(jm)(t) shown in Equation (57) and an observed displacement CU(t) is approximated by a polynomial equation. For example, as in Equation (58), the displacement CU(t) is approximated by a linear equation of the deflection waveform CP_(jm)(t). In Equation (58), s is a first-order coefficient, and i is a zero-order coefficient.

CU(t)≅sCP _(jm)(t)+i  (58)

The first-order coefficient s and the zero-order coefficient i are calculated by, for example, a load test performed on a plurality of test vehicles. For example, a displacement meter is installed at the center of the lane L_(j), and each of the plurality of test vehicles independently travels on the lane L_(j). The measurement device 1 generates the axle information and acquires the displacement measured by the displacement meter. Then, the measurement device 1 plots the maximum value of the measured displacement as CU_(max) and the maximum value of the deflection waveform CP_(jm)(t) obtained according to Equation (57) and from the axle information as CP_(jm-max) on a graph, and obtains a first-order coefficient s_(cu) and a zero-order coefficient i_(cu) of an approximate straight line.

FIG. 24 is a diagram obtained by plotting the results of the load test performed on six test vehicles. In FIG. 24, the horizontal axis represents the maximum value CP_(jm-max) of the deflection waveform of the superstructure 7 generated by the test vehicle, and the vertical axis represents the maximum value CU_(max) of the measured displacement. In FIG. 24, the six points are arranged in a straight line, and an approximate straight line with respect to the six points is indicated by a dotted line. In the example in FIG. 24, in the approximate straight line, the first-order coefficient s_(cu) is 3084.435944, and the zero-order coefficient i_(cu) is 0.229180174.

The measurement device 1 calculates a displacement CU_(est) (t) at the center of the lane L according to Equation (59) and using the first-order coefficient s_(cu), the zero-order coefficient i_(cu), and the deflection waveform CP_(jm)(t) obtained according to Equation (57) from the axle information of an unknown vehicle 6.

CU _(est)(t)=s _(cu) CP _(jm)(t)+i _(cu)  (59)

FIG. 25 shows an example of the measured displacement CU (t) and the displacement CU_(est) (t) calculated based on the corrected deflection waveform CP_(j)m(t) obtained according to Equation (57). In FIG. 25, the solid line indicates the measured displacement CU (t), and the broken line indicates the displacement CU_(est) (t) calculated based on the deflection waveform CP_(jm)(t). In FIG. 25, the displacement CU_(est) (t) calculated based on the deflection waveform CP_(jm)(t) obtained by adding the deflection waveforms H_(jk) (t) of the superstructure 7 generated by each axle calculated by Equation (44), that is, the uncorrected deflection waveform CP_(jm)(t), is indicated by a one-dot chain line. As shown in FIG. 25, a difference between the displacement CU_(est) (t) calculated based on the uncorrected deflection waveform CP_(jm)(t) and the measured displacement CU (t) is large, whereas a difference between the displacement CU_(est) (t) calculated based on the corrected deflection waveform CP_(jm)(t) and the measured displacement CU (t) is very small. Therefore, according to Equation (59), the measurement device 1 can accurately calculate the displacement at the center generated by an unknown vehicle 6 traveling on the lane L_(j) without measuring the displacement at the center of the lane L_(j).

In Equation (59), the zero-order coefficient i_(cu) is a small value. By substituting i_(cu)=0 into Equation (59), Equation (60) is obtained based on Equation (56) and Equation (57).

$\begin{matrix} {{{CU}_{est}(t)} = {{s_{cu}C{P_{jm}(t)}} = {{s_{cu}{\sum\limits_{k}{pR_{jk}a_{p_{jk}}{w_{std}(t)}}}} = {p{\sum\limits_{k}{s_{cu}R_{jk}{a_{p_{jk}}\left( {{3R} - {4R^{3}}} \right)}}}}}}} & (60) \end{matrix}$

According to Equation (60), since the predetermined coefficient p and the first-order coefficient s_(cu) can be exchanged, the predetermined coefficient p is a coefficient having the same function as the first-order coefficient s_(cu). That is, the predetermined coefficient p is a coefficient of a function that approximates the correlation between a deflection of a portion of the superstructure 7 and a displacement of the portion of the superstructure 7 between the observation point P and the observation point Q

1-6. Measurement Method

FIG. 26 is a flowchart showing an example of a procedure of the measurement method according to the first embodiment. In the present embodiment, the measurement device 1 executes the procedure shown in FIG. 26.

As shown in FIG. 26, first, based on the observation information obtained by the N sensors 21 that observe the observation points P₁ to P_(N), the measurement device 1 acquires the first observation point information including the time point when each of the plurality of axles of the vehicle 6 passes each of the observation points P₁ to P_(N), and the acceleration intensity as the first physical quantity which is the response to the action of each of the plurality of axles on each of the observation points P₁ to P_(N) (step S1). As described above, the N sensors 21 are acceleration sensors. The observation information obtained by the N sensors 21 is detection information on the acceleration generated at the observation points P₁ to P_(N). The measurement device 1 acquires the first observation point information based on the acceleration detected by each of the N sensors 21. The step S1 is a first observation point information acquisition step.

Next, based on the observation information obtained by the N sensors 22 that observe the observation points Q₁ to Q_(N), the measurement device 1 acquires the second observation point information including the time point when each of the plurality of axles of the vehicle 6 passes each of the observation points Q₁ to Q_(N), and the acceleration intensity as the second physical quantity which is the response to the action of each of the plurality of axles on each of the observation points Q₁ to Q_(N) (step S2). As described above, the N sensors 22 are acceleration sensors. The observation information obtained by the N sensors 22 is detection information on the acceleration generated at the observation points Q₁ to Q_(N). The measurement device 1 acquires the second observation point information based on the acceleration detected by each of the N sensors 22. The step S2 is a second observation point information acquisition step.

Next, using the first observation point information acquired in step S1, the measurement device 1 calculates the normalized times Δt_(jstd1) to Δt_(jstdlast), which are times from the leading time point t_(j1) when the leading axle among the plurality of axles passes the observation point P_(j) to the time points t_(j1) to t_(jlast) when each of the plurality of axles passes the observation point P_(j), and the reference time Δt_(jGOC), which is the time from the leading time point t_(j1) to the reference time point t_(jGOC), which is the time point when the total sum of acceleration intensities a_(pj1) to a_(pjlast) generated by the plurality of axles is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)) (step S3). Specifically, the measurement device 1 calculates the normalized times Δt_(jstd1) to Δt_(jstdlast) and the reference time Δt_(jGOC) according to the above Equations (45) to (52). The step S3 is a first time calculation step.

Next, based on the normalized times Δt_(jstd1) to Δt_(jstdlast) and the reference time Δt_(jGOC) calculated in step S3, the measurement device 1 calculates the correction coefficients R_(j1) to R_(jlast) for correcting the acceleration intensities a_(pj1) to a_(pjlast) generated by the plurality of axles (step S4). Specifically, the measurement device 1 calculates the correction coefficients R_(j1) to R_(jlast) according to the above Equations (53) to (55). The step S4 is a correction coefficient calculation step.

Next, based on the first observation point information acquired in step S1, the second observation point information acquired in step S2, the predetermined coefficient p, the correction coefficient R_(jk) calculated in step S4, and the approximate expression of deflection of the superstructure 7, the measurement device 1 calculates the deflection waveform H_(jk)(t) of the superstructure 7 generated by each of the plurality of axles (step S5). Specifically, the measurement device 1 calculates the deflection waveform H_(jk) (t) of the superstructure 7 generated by each axle of the vehicle 6 traveling on each lane L according to the above Equation (56). The step S5 is a deflection waveform calculation step.

Next, according to the above Equation (57), the measurement device 1 calculates the deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6 by adding the deflection waveform H_(jk)(t) of the superstructure 7 generated by each of the plurality of axles of the vehicle 6 and calculated in step S5 (step S6). The step S6 is a moving object deflection waveform calculation step.

Next, based on the deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6 calculated in step S6, the measurement device 1 calculates the displacement CU_(est) (t) of the superstructure 7 according to the above Equation (59) (step S7). The step S7 is a displacement calculation step.

Next, the measurement device 1 outputs the displacement CU_(est) (t) of the superstructure 7 calculated in step S7 to the server 2 (step S8). The step S8 is an output step.

The measurement device 1 repeats the processing in steps S1 to S8 until the measurement is completed (N in step S9).

FIG. 27 is a flowchart showing an example of a procedure of the first time calculation step, which is step S3 in FIG. 26.

As shown in FIG. 27, first, the measurement device 1 sets an integer j to 1 (step S30), and determines the presence or absence of the vehicle 6 traveling on the lane L using the first observation point information (step S31).

Then, when it is determined in step S31 that there is a vehicle 6 traveling on the lane L_(j) (Y in step S32), the measurement device 1 calculates the times Δt_(j1) to Δt_(jlast) according to the above Equation (45) and using the first observation point information (step S33). That is, the measurement device 1 calculates the times Δt_(j1) to Δt_(jlast) from the leading time point t i when the leading axle of the vehicle 6 passes the observation point P to the time points t_(j1) to t_(jlast) when each of the plurality of axles passes the observation point P_(j).

Next, the measurement device 1 calculates normalized times Δt_(jstd1) to Δt_(jstdlast) by dividing the times Δt_(j1) to Δt_(jlast) calculated in step S33 by the time Δt_(jlast) according to the above Equation (46) (step S34).

Next, according to the above Equation (47), the measurement device 1 calculates the addition normalized impact powers _(add){a_(pj_std1)} to _(add){a_(pj_stdlast)} by dividing the integrated value of the acceleration intensities a_(pj1) to a_(pjk) of the first observation point information by the total sum of the acceleration intensities a_(pj1) to a_(pjlast) (step S35).

Next, according to the above Equation (48), the measurement device 1 calculates shift addition normalized impact powers _(shift_add){a_(pj_std1)} to _(shift_add) {a_(pj_stdlast)} by subtracting _(imag)R_(F) from the addition normalized impact powers _(add) {a_(pj_std1)} to _(add) {a_(pj_stdlast)} calculated in step S35 (step S36).

Next, the measurement device 1 sets the x coordinate of the intersection between the straight line passing through the coordinates (Δt_(jstds), _(shift_add){a_(pj_stds)} (<0)) and the coordinates (Δt_(jstds+1), _(shift_add){a_(pj_stds+1)} (>0)) and y=0 as the reference time Δt_(jGOC) according to the above Equations (49) to (52) (step S37).

When it is determined in step S31 that there is no vehicle 6 traveling on the lane L_(j) (N in step S32), the measurement device 1 does not perform the processing in steps S33 to S37.

When the integer j is not N (N in step S38), the measurement device 1 adds 1 to the integer j (step S39), and repeats the processing in steps S31 to S37.

Then, when the integer j is N (Y in step S38), the measurement device 1 ends the processing in the first time calculation step.

FIG. 28 is a flowchart showing an example of a procedure of the correction coefficient calculation step, which is step S4 in FIG. 26.

As shown in FIG. 28, first, the measurement device 1 sets the integer j to 1 (step S41). When it is determined that there is a vehicle 6 traveling on the lane L_(j) in step S31 in FIG. 27 (Y in step S42), according to the above Equation (53), the measurement device 1 calculates differences between the normalized times Δt_(jstd1) to Δt_(jstdlast) calculated in step S34 in FIG. 27 and the reference time Δt_(jGOC) calculated in step S37 in FIG. 27, and sets the differences as the normalized time differences Δt_(std-GOC1) to Δt_(jstd-GOClast) (step S43).

Next, according to the above Equation (54), the measurement device 1 calculates the correction coefficients R_(j1) to R_(js) by dividing the normalized time differences Δt_(jstd-GOC1) to Δt_(jstd-GOCs) calculated in step S43 by the sum of the normalized time differences Δt_(jstd-GOC1) to Δt_(jstd-GOCs) (step S44).

Next, according to the above Equation (55), the measurement device 1 calculates the correction coefficients R_(js+1) to R_(jlast) by dividing the normalized time differences Δt_(jstd-GOCs+1) to Δt_(jstd-GOClast) calculated in step S43 by the sum of the normalized time differences Δt_(jstd-GOCs+1) to Δt_(jstd-GOClast) (step S45).

When it is determined in step S31 in FIG. 27 that there is no vehicle 6 traveling on the lane L_(j) (N in step S42), the measurement device 1 does not perform the processing in steps S43 to S45.

When the integer j is not N (N in step S46), the measurement device 1 adds 1 to the integer j (step S47), and repeats the processing in steps S42 to S45.

Then, when the integer j is N (Y in step S46), the measurement device 1 ends the processing in the correction coefficient calculation step.

1-7. Configuration of Measurement Device

FIG. 29 is a diagram showing a configuration example of the measurement device 1 according to the first embodiment. As shown in FIG. 29, the measurement device 1 includes a control unit 110, a first communication unit 120, a storage unit 130, a second communication unit 140, and an operation unit 150.

The control unit 110 calculates the time point when the vehicle 6 travels on the superstructure 7 or the displacement or the like of the superstructure 7 based on the acceleration data output from each of the sensors 21 and 22 installed in the superstructure 7.

The first communication unit 120 receives the acceleration data from each of the sensors 21 and 22. The acceleration data output from each of the sensors 21 and 22 is, for example, a digital signal. The first communication unit 120 outputs to the control unit 110 the acceleration data received from each of the sensors 21 and 22.

The storage unit 130 is a memory that stores a program, data, and the like for the control unit 110 to perform calculation processing and control processing. In addition, the storage unit 130 stores a program, data, and the like for the control unit 110 to implement a predetermined application function. The storage unit 130 is implemented by, for example, various integrated circuit (IC) memories such as a read only memory (ROM), a flash ROM, and a random access memory (RAM), and a recording medium such as a hard disk and a memory card.

The storage unit 130 includes a non-volatile information storage device that is a device or a medium that can be read by a computer. Various programs, data, and the like may be stored in the information storage device. The information storage device may be an optical disk such as an optical disk DVD or a CD, a hard disk drive, or various types of memories such as a card-type memory or a ROM. In addition, the control unit 110 may receive various programs, data, and the like via the communication network 4 and store the programs, the data, and the like in the storage unit 130.

The second communication unit 140 transmits information such as a calculation result of the control unit 110 to the server 2 via the communication network 4.

The operation unit 150 acquires operation data from the user and transmits the operation data to the control unit 110.

The control unit 110 includes a first observation point information acquisition unit 111, a second observation point information acquisition unit 112, a first time calculation unit 113, a correction coefficient calculation unit 114, a deflection waveform calculation unit 115, a moving object deflection waveform calculation unit 116, a displacement calculation unit 117, a coefficient value calculation unit 118, and an output processing unit 119.

Based on the observation information obtained by the N sensors 21 that observe the observation points P₁ to P_(N), the first observation point information acquisition unit 111 performs processing of acquiring the first observation point information including the time point when each of the plurality of axles of the vehicle 6 passes each of the observation points P₁ to P_(N), and the acceleration intensity as the first physical quantity which is the response to the action of each of the plurality of axles on each of the observation points P₁ to P_(N). That is, the first observation point information acquisition unit 111 performs the processing of the first observation point information acquisition step in FIG. 26. The first observation point information acquired by the first observation point information acquisition unit 111 is stored in the storage unit 130.

Based on the observation information obtained by the N sensors 22 that observe the observation points Q₁ to Q_(N), the second observation point information acquisition unit 112 performs processing of acquiring the second observation point information including the time point when each of the plurality of axles of the vehicle 6 passes each of the observation points Q₁ to Q_(N), and the acceleration intensity as the second physical quantity which is the response to the action of each of the plurality of axles on each of the observation points Q₁ to Q_(N). That is, the second observation point information acquisition unit 112 performs the processing of the second observation point information acquisition step in FIG. 26. The second observation point information acquired by the second observation point information acquisition unit 112 is stored in the storage unit 130.

Using the first observation point information acquired by the first observation point information acquisition unit 111, the first time calculation unit 113 performs processing of calculating the normalized times Δt_(jstd1) to Δt_(jstdlast), which are times from the leading time point t_(j1) when the leading axle among the plurality of axles passes the observation point P_(j) to the time points t_(j1) to t_(jlast) when each of the plurality of axles passes the observation point P_(j), and the reference time Δt_(jGOC), which is the time from the leading time point t_(j1) to the reference time point t_(jGOC), which is the time point when the total sum of acceleration intensities a_(pj1) to a_(pjlast) generated by the plurality of axles is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)). That is, the first time calculation unit 113 performs the processing of the first time calculation step in FIG. 26. The normalized times Δt_(jstd1) to Δt_(jstdlast) and the reference time Δt_(jGOC) calculated by the first time calculation unit 113 are stored in the storage unit 130.

Based on the normalized times Δt_(jstd1) to Δt_(jstdlast) and the reference time Δt_(jGOC) calculated by the first time calculation unit 113, the correction coefficient calculation unit 114 performs processing of calculating the correction coefficients R_(j1) to R_(jlast) for correcting the acceleration intensities a_(pj1) to a_(pjlast) generated by the plurality of axles. That is, the correction coefficient calculation unit 114 performs the processing of the correction coefficient calculation step in FIG. 26. The correction coefficients R 1 to R_(jlast) calculated by the correction coefficient calculation unit 114 are stored in the storage unit 130.

Based on the first observation point information acquired by the first observation point information acquisition unit 111, the second observation point information acquired by the second observation point information acquisition unit 112, the predetermined coefficient p, the correction coefficient R_(jk) calculated by the correction coefficient calculation unit 114, and the approximate expression of deflection of the superstructure 7, the deflection waveform calculation unit 115 performs processing of calculating the deflection waveform H_(jk)(t) of the superstructure 7 generated by each of the plurality of axles. That is, the deflection waveform calculation unit 115 performs the processing of the deflection waveform calculation step in FIG. 26. The deflection waveform H_(jk)(t) calculated by the deflection waveform calculation unit 115 is stored in the storage unit 130. The predetermined coefficient p and the approximate expression of deflection of the superstructure 7 are previously stored in the storage unit 130.

The moving object deflection waveform calculation unit 116 performs processing of calculating the deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6 by adding the deflection waveform H_(jk)(t) of the superstructure 7 generated by each of the plurality of axles of the vehicle 6 and calculated by the deflection waveform calculation unit 115. That is, the moving object deflection waveform calculation unit 116 performs the processing of the moving object deflection waveform calculation step in FIG. 26. The deflection waveform CP_(jm)(t) calculated by the moving object deflection waveform calculation unit 116 is stored in the storage unit 130.

Based on the deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6 calculated by the moving object deflection waveform calculation unit 116, the displacement calculation unit 117 performs processing of calculating the displacement CU_(est)(t) of the superstructure 7. That is, the displacement calculation unit 117 performs the processing of the displacement calculation step in FIG. 26. The displacement CU_(est)(t) calculated by the displacement calculation unit 117 is stored in the storage unit 130.

When each of the plurality of test vehicles independently travels on the superstructure 7, the coefficient value calculation unit 118 performs processing of obtaining an approximate straight line that approximates the correlation between the maximum value of the displacement CU_(max) of the superstructure 7 measured by a displacement meter (not shown) and the maximum value CP_(jm-max) of the deflection waveform CP_(jm)(t) calculated by the moving object deflection waveform calculation unit 116, and calculating the value of the first-order coefficient s_(cu) and the value of the zero-order coefficient i_(cu) of the above Equation (59). The value of the first-order coefficient s_(cu) and the value of the zero-order coefficient i_(cu) calculated by the coefficient value calculation unit 118 are stored in the storage unit 130.

The output processing unit 119 performs processing of outputting the displacement CU_(est)(t) of the superstructure 7 calculated by the displacement calculation unit 117 to the server 2 via the second communication unit 140. That is, the output processing unit 119 performs the processing of the output step in FIG. 26.

For example, based on the operation data from the operation unit 150, the control unit 110 switches between a first mode for calculating the time point when an unknown vehicle 6 travels on the superstructure 7 and the displacement of the superstructure 7 and the like, and a second mode for calculating the value of the first-order coefficient s_(cu) and the value of the zero-order coefficient i_(cu). For example, after the N sensors 21 and the N sensors 22 are installed in the superstructure 7, the load test is performed on the plurality of test vehicles in a state in which the control unit 110 is set to the second mode. After the load test ends, the control unit 110 is set to the first mode.

In the present embodiment, the control unit 110 is a processor that executes various programs stored in the storage unit 130. By executing a measurement program 131 stored in the storage unit 130, each function of the first observation point information acquisition unit 111, the second observation point information acquisition unit 112, the first time calculation unit 113, the correction coefficient calculation unit 114, the deflection waveform calculation unit 115, the moving object deflection waveform calculation unit 116, the displacement calculation unit 117, the coefficient value calculation unit 118, and the output processing unit 119 is implemented. In other words, the measurement program 131 is a program that causes the measurement device 1 as a computer to execute each procedure in the flowchart shown in FIG. 26.

In the processor, for example, functions of each part may be implemented by individual hardware, or the functions of each part may be implemented by integrated hardware. For example, the processor may include hardware. The hardware may include at least one of a circuit for processing a digital signal and a circuit for processing an analog signal. The processor may be a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), or the like. The control unit 110 is implemented as a custom integrated circuit (IC) such as an application specific integrated circuit (ASIC), and may implement the functions of each part, or may implement the functions of each part by the CPU and the ASIC.

The control unit 110 may not include the coefficient value calculation unit 118. For example, the server 2 or another device may perform processing of calculating the value of the first-order coefficient s_(cu) and the value of the zero-order coefficient i_(cu), and store the values in the storage unit 130 of the measurement device 1.

1-8. Operation Effects

In the measurement method according to the first embodiment described above, the measurement device 1 acquires, based on the observation information obtained by the N sensors 21 that observe the observation points P₁ to P_(N), the first observation point information including the time point and the acceleration intensity when each of the plurality of axles of the vehicle 6 passes each of the observation points P₁ to P_(N). The measurement device 1 acquires, based on the observation information obtained by the N sensors 22 that observe the observation points Q₁ to Q_(N), the second observation point information including the time point and the acceleration intensity when each of the plurality of axles of the vehicle 6 passes each of the observation points Q₁ to Q_(N). According to Equations (45) to (52), and using the first observation point information, the measurement device 1 calculates the normalized times Δt_(jstd1) to Δt_(jstdlast), which are times from the leading time point t_(j1) when the leading axle passes the observation point P_(j) to the time points t_(j1) to t_(jlast) when each of the plurality of axles passes the observation point P_(j), and the reference time Δt_(jGOC) from the leading time point t 1 to the reference time point t _(jGOC) when the total sum of acceleration intensities a_(pj1) to a_(pjlast) generated by the plurality of axles is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)). According to Equations (53) to (55), and based on the normalized times Δt_(jstd1) to Δt_(jstdlast) and the reference time Δt_(jGOC), the measurement device 1 calculates the correction coefficients R_(j1) to R_(jlast) for correcting the acceleration intensities a_(pj1) to a_(pjlast) generated by the plurality of axles. Next, based on the first observation point information, the second observation point information, the predetermined coefficient p, the correction coefficients R_(j1) to R_(jlast), and the approximate expression (39) of deflection of the superstructure 7, the measurement device 1 calculates the deflection waveform H_(jk)(t) of the superstructure 7 generated by each axle according to Equation (56), and calculates the deflection waveform CP_(jm) (t) of the superstructure 7 generated by the vehicle 6 by adding the deflection waveform H_(jk)(t). Therefore, according to the measurement method in the first embodiment, the measurement device 1 can calculate the deflection waveform of the superstructure 7 generated by the vehicle 6 which is the moving object that moves on the superstructure 7 without measuring the displacement of the superstructure 7 which is the structure.

Further, according to the measurement method in the first embodiment, the acceleration intensities a_(pj1) to a_(pjlast) generated by each axle are corrected by the correction coefficients R_(j1) to R_(jlast) such that the influence of the distance moment from the center of gravity on the load of each axle is reduced. Therefore, calculation accuracy of the deflection waveform of the superstructure 7 is improved in consideration of the difference in loads between a case where the vehicle 6 is stationary and a case where the vehicle 6 is moving.

In the measurement method according to the first embodiment, according to the correlation equation (59), the measurement device 1 can calculate the displacement CU_(est)(t) of the lane L based on the deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6. Therefore, according to the measurement method in the first embodiment, the measurement device 1 can estimate the displacement of the superstructure 7 without measuring the displacement of the superstructure 7.

In addition, according to the measurement method in the first embodiment, since it is not necessary to set the observation points for measuring the displacement of the superstructure 7, the number of observation points observed by the observation device is reduced. Further, since the measurement system is simplified, cost required for the measurement is reduced.

Further, according to the measurement method in the first embodiment, since the observation points P₁ to P_(N) and Q₁ to Q_(N) are set at both end portions of the superstructure 7, and no observation point is set at the central portion of the superstructure 7, construction and maintenance of the measurement system 10 are facilitated, and the cost required for measurement is reduced.

According to the measurement method in the first embodiment, since the measurement device 1 can calculate the deflection waveform which is the deformation of the superstructure 7 due to the axle load of the vehicle 6 passing through the superstructure 7, sufficient information can be provided for maintenance and management of the bridge 5 to predict the damage of the superstructure 7.

2. Second Embodiment

In the measurement method according to the first embodiment, the measurement device 1 calculates the correction coefficients R_(j1) to R_(jlast) using the first observation point information without using the second observation point information. In a measurement method according to a second embodiment, the measurement device 1 calculates the correction coefficients R_(j1) to R_(jlast) using the first observation point information and the second observation point information. Hereinafter, the same components as those in the first embodiment will be denoted by the same reference numerals for the second embodiment, and the description repeated with the first embodiment will be omitted or simplified, and different contents from the first embodiment will be mainly described.

In the present embodiment, when a first leading time point, which is a time point when the leading axle whose axle number is 1 among the plurality of axles of the vehicle 6 passes the observation point P_(j), is set as t_(j1_1), the measurement device 1 calculates a time Δt_(jk_1) from the first leading time point t_(j1_1) to a time point t_(jk_1) when the axle whose axle number is k passes the observation point P_(j) as in Equation (61) which is similar to Equation (45). k is an integer of 1 or more and last or less.

Δt _(jk_1) =t _(jk_1) −t _(j1_1)  (61)

Next, the measurement device 1 calculates a first normalized time Δt_(jstdk_1) obtained by normalizing a time Δt_(jk_1) expressed by Equation (61) with a time Δt_(jlast_1) obtained by Equation (62), which is similar to Equation (46). The Δt_(jlast_1) is a time from the first leading time point t_(j1_1) to a time point when the last axle passes the observation point P_(j).

$\begin{matrix} {{\Delta t_{{jstd}_{k\;\_ 1}}} = \frac{\Delta t_{{jk}\;\_ 1}}{\Delta t_{{jlast}\;\_ 1}}} & \left( {62} \right) \end{matrix}$

Next, according to Equation (63), which is similar to Equation (47), the measurement device 1 calculates a first addition normalized impact power _(add){a_(pj_stdk_1)} obtained by normalizing the integrated value of the acceleration intensities a_(pj1_1) to a_(pjk_1) at the observation point P generated by each axle from the leading axle whose axle number is 1 to the axle whose axle number is k with the total sum of the acceleration intensities a_(pj1_1) to a_(pjlast_1) at the observation point P generated by each axle from the leading axle whose axle number is 1 to the last axle whose axle number is last.

$\begin{matrix} {{\,_{add}\left\{ a_{{pj}\;\_\;{std}_{k\;\_ 1}} \right\}} = {\sum\limits_{n = 1}^{k}{a_{pj_{n\;\_ 1}}\left\{ {\sum\limits_{i = 1}^{last}a_{pj_{i\;\_ 1}}} \right\}^{- 1}}}} & \left( {63} \right) \end{matrix}$

Next, a predetermined distribution ratio for distributing the load of vehicle 6 to a load before the center of gravity of the vehicle 6 and a load after the center of gravity of the vehicle 6 is set as R:1−R=_(imag)R_(F):(1−_(imag)R_(F)). According to Equation (64), which is similar to Equation (48), the measurement device 1 calculates a first shift addition normalized impact power _(shift_add){a_(pj_stdk_1)} obtained by subtracting _(imag)R_(F) from the addition normalized impact power _(add){a_(pj_stdk_1)}.

$\begin{matrix} {{\,_{{shift}\;\_\;{add}}\left\{ a_{{pj}\;\_\;{std}_{k\;\_ 1}} \right\}} = {{\,_{add}\left\{ a_{{pj}\;\_\;{std}_{k\;\_ 1}} \right\}} - {{}_{}^{}{}_{}^{}}}} & (64) \end{matrix}$

Next, the measurement device 1 obtains an axle number s in which the first shift addition normalized impact power _(shift_add){a_(pj_stds_1)} for the axles whose axle numbers are 1 to s is a negative value and the first shift addition normalized impact power _(shift_add){a_(pj_stds_1)} for the axles whose axle numbers are s+1 to last is a positive value.

Similar to Equation (49), as in Equation (65), coordinates indicating the first normalized time Δt_(jstds_1) and the first shift addition normalized impact power _(shift_add){a_(pj_stds_1)}, which is a negative value, for the axle whose axle number is s are set as (x_(s_1), y_(s_1)).

$\begin{matrix} {{poin{t_{n}\left( {\Delta t_{{jstd}_{s\;\_ 1}}\mspace{14mu}{\,_{{shift}\;\_\;{add}}\left\{ a_{{pj}\;\_\;{std}_{s\;\_ 1}} \right\}}} \right)}} = \left( {x_{s\;\_ 1}\ y_{s\;\_ 1}} \right)} & \left( {65} \right) \end{matrix}$

Similar to Equation (50), as in Equation (66), coordinates indicating the first normalized time Δt_(jstds+1_1) and the first shift addition normalized impact power _(shift_add){a_(pj_stds+1_1)}, which is a positive value, for the axle whose axle number is s are set as (x_(s+1_1), y_(s+1_1)).

$\begin{matrix} {{{point}_{p}\left( {\Delta\; t_{{jstd}_{s + {1\_ 1}}}\mspace{14mu}{\,_{{shift}\;\_\;{add}}\left\{ a_{{pj}\;\_\;{std}_{s + {1\;\_ 1}}} \right\}}} \right)} = \begin{pmatrix} x_{s + {1\_ 1}} & y_{s + {1\_ 1}} \end{pmatrix}} & (66) \end{matrix}$

A straight line passing through the point of the coordinates (x_(s_1), y_(s_1)) and the point of the coordinates (x_(s+1_1), y_(s+1_1)) is given by Equation (67), which is similar to Equation (51).

$\begin{matrix} {y = {{\frac{y_{s + {1\_ 1}} - y_{s\;\_ 1}}{x_{s + {1\_ 1}} - x_{s\;\_ 1}}x} + y_{s\;\_ 1} - {\frac{y_{s + {1\_ 1}} - y_{s\;\_ 1}}{x_{s + {1\_ 1}} - x_{s\;\_ 1}}x_{s\;\_ 1}}}} & \left( {67} \right) \end{matrix}$

According to Equation (68), which is similar to Equation (52), the measurement device 1 calculates an x coordinate of an intersection between the straight line expressed by Equation (67) and y=0, and sets the calculated x coordinate as a first reference time Δt_(jGOC_1).

$\begin{matrix} {{\Delta t_{{jGOC}\;\_ 1}} = {x = {- \frac{{\left( {x_{s + {1\_ 1}} - x_{s_{-}1}} \right)y_{s\;\_ 1}} - {\left( {y_{s + {1\_ 1}} - y_{s\;\_ 1}} \right)x_{s\;\_ 1}}}{y_{s + {1\_ 1}} - y_{s\;\_ 1}}}}} & \left( {68} \right) \end{matrix}$

Here, when the time point when the total sum of the acceleration intensities a_(pj1_1) to a_(pjlast_1) at the observation point P_(j) generated by each axle from the leading axle whose axle number is 1 to the last axle whose axle number is last is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)) is defined as the first reference time point t_(jGOC_1), the first reference time Δt_(jGOC_1) is a time from the time point when the leading axle passes the observation point P_(j) to the first reference time point t_(jGOC_1). The first reference time point t_(jGOC_1) is a time point when the center of gravity of the vehicle 6 is estimated to pass the observation point P_(j).

Further, when a second leading time point, which is a time point when the leading axle whose axle number is 1 among the plurality of axles of the vehicle 6 passes the observation point Q_(j), is set as t_(j1_2), the measurement device 1 calculates a time Δt_(jk_2) from the second leading time point t_(j1_2) to a time point t_(jk_2) when the axle whose axle number is k passes the observation point Q_(j) as in Equation (69), which is similar to Equation (61).

Δt _(jk_2) =t _(jk_2) −t _(j1_2)  (69)

Next, the measurement device 1 calculates a second normalized time Δt_(jstdk_2) obtained by normalizing a time Δt_(jk_2) expressed by Equation (69) with a time Δt_(jlast_2) obtained by Equation (70), which is similar to Equation (62). The Δt_(jlast_2) is a time from the second leading time point t_(j1_2) to a time point when the last axle passes the observation point Q

$\begin{matrix} {{\Delta t_{{jstd}_{k\;\_ 2}}} = \frac{\Delta t_{{jk}\;\_ 2}}{\Delta t_{{jlast}\;\_ 2}}} & \left( {70} \right) \end{matrix}$

Next, according to Equation (71), which is similar to Equation (63), the measurement device 1 calculates a second addition normalized impact power _(add){a_(pj_stdk_2)} obtained by normalizing the integrated value of the acceleration intensities a_(pj1_2) to a_(pjk_2) at the observation point Q_(j) generated by each axle from the leading axle whose axle number is 1 to the axle whose axle number is k with the total sum of the acceleration intensities a_(pj1_2) to a_(pjlast_2) at the observation point Q_(j) generated by each axle from the leading axle whose axle number is 1 to the last axle whose axle number is last.

$\begin{matrix} {{\,_{add}\left\{ a_{{pj}\;\_\;{std}_{k\;\_ 2}} \right\}} = {\sum\limits_{n = 1}^{k}{a_{{pj}_{n\;\_ 2}}\left\{ {\sum\limits_{i = 1}^{last}a_{{pj}_{i\;\_ 2}}} \right\}^{- 1}}}} & \left( {71} \right) \end{matrix}$

Next, the measurement device 1 calculates a second shift addition normalized impact power _(shift_add){a_(pj_stdk_2)} by subtracting _(imag)R_(F) from the second addition normalized impact power _(add){a_(pj_stdk_2)} according to Equation (72), which is similar to Equation (64).

$\begin{matrix} {{\,_{{shift}\;\_\;{add}}\left\{ a_{{pj}\;\_\;{std}_{k\;\_ 2}} \right\}} = {{\,_{add}\left\{ a_{{pj}\;\_\;{std}_{k\;\_ 2}} \right\}} - {{}_{}^{}{}_{}^{}}}} & (72) \end{matrix}$

Next, the measurement device 1 obtains an axle number s in which the second shift addition normalized impact power _(shift_add){a_(pj_stds_2)} for the axles whose axle numbers are 1 to s is a negative value and the second shift addition normalized impact power _(shift_add){a_(pj_stds_2)} for the axles whose axle numbers are s+1 to last is a positive value.

Similar to Equation (65), as in Equation (73), coordinates indicating the second normalized time Δt_(jstds_2) and the second shift addition normalized impact power _(shift_add){a_(pj_stds_2)}, which is a negative value, for the axle whose axle number is s are set as (x_(s_2), y_(s_2)).

$\begin{matrix} {poin{t_{n}\left( {\Delta t_{jstd_{s\;\_ 2}}{\,_{\mspace{14mu}{{shift}\;\_\;{add}}}\left\{ a_{{pj}\;\_\;{std}_{s\;\_ 2}} \right\}}} \right)}\begin{pmatrix} x_{s\;\_ 2} & y_{s\;\_ 2} \end{pmatrix}} & \left( {73} \right) \end{matrix}$

Similar to Equation (66), as in Equation (74), coordinates indicating the second normalized time Δt_(jstds+1_2) and the second shift addition normalized impact power _(shift_add){a_(pj_stds+1_2)}, which is a positive value, for the axle whose axle number is s are set as (x_(s+1_2), y_(s+1_2)).

$\begin{matrix} {{{point}_{p}\left( {\Delta\; t_{{jstd}_{s + {1\_ 2}}}\mspace{14mu}{\,_{{shift}\;\_\;{add}}\left\{ a_{{pj}\;\_\;{std}_{s + {1\;\_ 2}}} \right\}}} \right)} = \begin{pmatrix} x_{s + {1\_ 2}} & y_{s + {1\_ 2}} \end{pmatrix}} & \left( {74} \right) \end{matrix}$

A straight line passing through the point of the coordinates (x_(s_2), y_(s_2)) and the point of the coordinates (x_(s+1_2), y_(s+1_2)) is given by Equation (75), which is similar to Equation (67).

$\begin{matrix} {y = {{\frac{y_{s + {1\_ 2}} - y_{s\;\_ 2}}{x_{s + {1\_ 2}} - x_{s\;\_ 2}}x} + y_{s\;\_ 2} - {\frac{y_{s + {1\_ 2}} - y_{s\;\_ 2}}{x_{s + {1\_ 2}} - x_{s\;\_ 2}}x_{s\;\_ 2}}}} & \left( {75} \right) \end{matrix}$

According to Equation (76), which is similar to Equation (68), the measurement device 1 calculates an x coordinate of an intersection between the straight line expressed by Equation (75) and y=0, and sets the calculated x coordinate as a second reference time Δt_(jGOC_2).

$\begin{matrix} {{\Delta t_{{jGOC}\;\_ 2}} = {x = {- \frac{{\left( {x_{s + {1\_ 2}} - x_{s_{-}2}} \right)y_{s\;\_ 2}} - {\left( {y_{s + {1\_ 2}} - y_{s\;\_ 2}} \right)x_{s\;\_ 2}}}{y_{s + {1\_ 2}} - y_{s\;\_ 2}}}}} & (76) \end{matrix}$

Here, when the time point when the total sum of the acceleration intensities a_(pj1_2) to a_(pjlast_2) at the observation point Q_(j) generated by each axle from the leading axle whose axle number is 1 to the last axle whose axle number is last is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)) is defined as the second reference time point t_(jGOC_2) the second reference time Δt_(jGOC_2) is a time from the time point when the leading axle passes the observation point Q_(j) to the second reference time point t _(jGOC_2). The second reference time point t _(jGOC_2) is a time point when the center of gravity of the vehicle 6 is estimated to pass the observation point Q_(j).

Next, the measurement device 1 calculates an average value of the first normalized time Δt_(jstdk_1) and the second normalized time Δt_(jstdk_2) of each axle according to Equation (77), and sets the average value as the normalized time Δt_(jstdk).

$\begin{matrix} {{\Delta t_{{jsd}_{k}}} = \frac{{\Delta t_{{jstd}_{{k\;\_ 1}\;}}} + {\Delta\; t_{{jstd}_{k\;\_ 2}}}}{2}} & \left( {77} \right) \end{matrix}$

In addition, the measurement device 1 calculates an average value of the first reference time Δt_(jGOC_1) and the second reference time Δt_(jGOC_2) according to Equation (78), and sets the average value as the reference time Δt_(jGOC).

$\begin{matrix} {{\Delta t_{jGOC}} = \frac{{\Delta t_{{jGOC}\;\_ 1}} + {\Delta t_{{jGOC}\;\_ 2}}}{2}} & \left( {78} \right) \end{matrix}$

Then, the measurement device 1 calculates the normalized time difference Δt_(jstd-GOCk) according to the above Equation (53), and calculates the correction coefficients R_(j1) to R_(jlast) of the axles whose the axle numbers are 1 to last according to the above Equations (54) and (55).

FIG. 30 is a flowchart showing an example of a procedure of the measurement method according to the second embodiment. In the present embodiment, the measurement device 1 executes the procedure shown in FIG. 30.

As shown in FIG. 30, first, the measurement device 1 performs the processing of the first observation point information acquisition step (step S101), which is similar to step S1 in FIG. 26.

Next, the measurement device 1 performs the processing of the second observation point information acquisition step (step S102), which is similar to step S2 in FIG. 26.

Next, using the first observation point information acquired in step S101, the measurement device 1 calculates the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) which are times from the first leading time point t_(j1_1) when the leading axle among the plurality of axles passes the observation point P_(j) to the time points t_(j1_1) to t_(jlast_1) when each of the plurality of axles passes the observation point P_(j), and the first reference time Δt_(jGOC_1), which is the time from the first leading time point t_(j1_1) to the first reference time point t_(jGOC_1), which is the time point when the total sum of acceleration intensities a_(pj1_1) to a_(pjlast_1) generated by the plurality of axles is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F) (step S103). Specifically, the measurement device 1 calculates the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) and the first the reference time Δt_(jGOC_1) according to the above Equations (61) to (68). The step S103 is a first time calculation step.

Next, using the second observation point information acquired in step S102, the measurement device 1 calculates the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2), which are times from the second leading time point t_(j1_2) when the leading axle among the plurality of axles passes the observation point Q_(j) to the time points t_(j1_2) to t_(jlast_2) when each of the plurality of axles passes the observation point Q_(j), and the second reference time Δt_(jGOC_2), which is the time from the second leading time point t_(j1_2) to the second reference time point t_(jGOC_2), which is the time point when the total sum of acceleration intensities a_(pj1_2) to a_(pjlast_2) generated by the plurality of axles is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)) (step S104). Specifically, the measurement device 1 calculates the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) and second the reference time Δt_(jGOC_2) according to the above Equations (69) to (76). The step S104 is a second time calculation step.

Next, based on the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) and the first reference time Δt_(jGOC_1) calculated in step S103 and the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) and the second reference time Δt_(jGOC_2) calculated in step S104, the measurement device 1 calculates the correction coefficients R_(j1) to R_(jlast) for correcting the acceleration intensities a_(pj1_1) to a_(pjlast_1) at the observation point P_(j) and the acceleration intensities a_(pj1_2) to a_(pjlast_2) at the observation point Q_(j) which are generated by the plurality of axles (step S105). Specifically, the measurement device 1 calculates the normalized time Δt_(jstdk) and the reference time Δt_(jGOC) according to the above Equations (77) and (78), and calculates the correction coefficients R_(j1) to R_(jlast) according to Equations (53) to (55). The step S105 is a correction coefficient calculation step.

Next, the measurement device 1 performs processing of a deflection waveform calculation step (step S106), which is similar to step S5 in FIG. 26.

Next, the measurement device 1 performs processing of a moving object deflection waveform calculation step (step S107), which is similar to step S6 in FIG. 26.

Next, the measurement device 1 performs processing of a displacement calculation step (step S108), which is similar to step S7 in FIG. 26.

Next, the measurement device 1 performs processing of an output step (step S109), which is similar to step S8 in FIG. 26.

The measurement device 1 repeats the processing in steps S101 to S109 until the measurement is completed (N in step S110).

FIG. 31 is a flowchart showing an example of a procedure of the first time calculation step, which is step S103 in FIG. 30.

As shown in FIG. 31, first, the measurement device 1 sets an integer j to 1 (step S130), and determines the presence or absence of the vehicle 6 traveling on the lane L_(j) using the first observation point information (step S131).

Then, when it is determined in step S131 that there is a vehicle 6 traveling on the lane L_(j) (Y in step S132), the measurement device 1 calculates the times Δt_(j1_1) to Δt_(jlast_1) according to the above Equation (61) and using the first observation point information (step S133). That is, the measurement device 1 calculates the times Δt_(j1_1) to Δt_(jlast_1) from the first leading time point t_(j1_1) when the leading axle of the vehicle 6 passes the observation point P_(j) to the time points t_(j1_1) to t_(jlast_1) when each of the plurality of axles passes the observation point P_(j).

Next, the measurement device 1 calculates the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) by dividing the times Δt_(j1_1) to Δt_(jlast_1) calculated in step S133 by the time Δt_(jlast_1) according to the above Equation (62) (step S134).

Next, the measurement device 1 calculates the first addition normalized impact powers _(add){a_(pj_std1_1)} to _(add){a_(pj_stdlast_1)} by dividing the integrated value of the acceleration intensities a_(pj1_1) to a_(pjk_1) of the first observation point information by the total sum of the acceleration intensities a_(pj1_1) to a_(pjlast_1) according to the above Equation (63) (step S135).

Next, the measurement device 1 calculates the first shift addition normalized impact powers _(shift_add){a_(pj_std1_1)} to _(shift_add){a_(pj_stdlast_1)} by subtracting _(imag)R_(F) from the first addition normalized impact powers _(add){a_(pj_std1_1)} to _(add){a_(pj_stdlast_1)} calculated in step S135 according to the above Equation (64) (step S136).

Next, the measurement device 1 sets the x coordinate of the intersection between the straight line passing through the coordinates (Δt_(jstds_1), _(shift_add){a_(pj_stds_1)} (<0)) and the coordinates (Δt_(jstds+1_1), _(shift_add){a_(pj_stds+1_1)} (>0)) and y=0 as the first reference time Δt_(jGOC_1) according to the above Equations (65) to (68) (step S137).

When it is determined in step S131 that there is no vehicle 6 traveling on the lane L_(j) (N in step S132), the measurement device 1 does not perform the processing in steps S133 to S137.

When the integer j is not N (N in step S138), the measurement device 1 adds 1 to the integer j (step S139), and repeats the processing in steps S131 and S137.

Then, when the integer j is N (Y in step S138), the measurement device 1 ends the processing in the first time calculation step.

FIG. 32 is a flowchart showing an example of a procedure of the second time calculation step, which is step S104 in FIG. 30.

As shown in FIG. 32, first, the measurement device 1 sets the integer j to 1 (step S141). when it is determined in step S131 in FIG. 31 that there is a vehicle 6 traveling on the lane L_(j) (Y in step S142), the measurement device 1 calculates the times Δt_(j1_2) to Δt_(jlast_2) according to the above Equation (69) and using the second observation point information (step S143). That is, the measurement device 1 calculates the times Δt_(j1_2) to Δt_(jlast_2) from the second leading time point t_(j1_2) when the leading axle of the vehicle 6 passes the observation point Q_(j) to the time points t_(j1_2) to t_(jlast_2) when each of the plurality of axles passes the observation point Q_(j).

Next, the measurement device 1 calculates the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) by dividing the times Δt_(j1_2) to Δt_(jlast_2) calculated in step S143 by the time Δt_(jlast_2) according to the above Equation (70) (step S144).

Next, the measurement device 1 calculates the second addition normalized impact powers _(add){a_(pj_std1_2)} to _(add){a_(pj_stdlast_2)} by dividing the integrated value of the acceleration intensities a_(pj1_2) to a_(pjk_2) of the second observation point information by the total sum of the acceleration intensities a_(pj1_2) to a_(pjlast_2) according to the above Equation (71) (step S145).

Next, the measurement device 1 calculates the second shift addition normalized impact powers _(shift_add){a_(pj_std1_2)} to _(shift_add){a_(pj_stdlast_2)} by subtracting _(imag)R_(F) from the second addition normalized impact powers _(add){a_(pj_std1_2)} to _(add){a_(pj_stdlast_2)} calculated in step S145 according to the above Equation (72) (step S146).

Next, the measurement device 1 sets the x coordinate of the intersection between the straight line passing through the coordinates (Δt_(jstds_2), _(shift_add){a_(pj_stds_2)} (<0)) and the coordinates (Δt_(jstds+1_2), _(shift_add){a_(pj_stds+1_2)} (>0)) and y=0 as the second reference time Δt_(jGOC_2) according to the above Equations (73) to (76) (step S147).

When it is determined in step S131 in FIG. 31 that there is no vehicle 6 traveling on the lane L (N in step S142), the measurement device 1 does not perform the processing in steps S143 to S147.

When the integer j is not N (N in step S148), the measurement device 1 adds 1 to the integer j (step S149), and repeats the processing in steps S141 and S147.

Then, when the integer j is N (Y in step S148), the measurement device 1 ends the processing in the second time calculation step.

FIG. 33 is a flowchart showing an example of a procedure of the correction coefficient calculation step, which is step S105 in FIG. 30.

As shown in FIG. 33, first, the measurement device 1 sets the integer j to 1 (step S151). When it is determined in step S131 in FIG. 31 that there is a vehicle 6 traveling on the lane L_(j) (Y in step S152), the measurement device 1 calculates an average value of each of the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) calculated in step S134 in FIG. 31 and each of the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) calculated in step S144 in FIG. 32 according to the above Equation (77), and sets the average values as the normalized times Δt_(jstd1) to Δt_(jstdlast) (step S153).

Next, the measurement device 1 calculates an average value of the first reference time Δt_(jGOC_1) calculated in step S137 in FIG. 31 and the second reference time Δt_(jGOC_2) calculated in step S147 in FIG. 32 according to Equation (78), and sets the average value as the reference time Δt_(jGOC) (step S154).

Next, the measurement device 1 calculates differences between the normalized times Δt_(jstd1) to Δt_(jstdlast) calculated in step S153 and the reference time Δt_(jGOC) calculated in step S154 according to Equation (53), and sets the differences as the normalized time differences Δt_(jstd-GOC1) to Δt_(jstd-GOClast) (step S155).

Next, the measurement device 1 calculates the correction coefficients R_(j1) to R_(js) by dividing the normalized time differences Δt_(jstd-GOC1) to Δt_(jstd-GOCs) calculated in step S155 by the sum of the normalized time differences Δt_(jstd-GOC1) to Δt_(jstd-GOCs) according to the above Equation (54) (step S156).

Next, the measurement device 1 calculates the correction coefficients R_(js+1) to R_(jlast) by dividing the normalized time differences Δt_(jstd-GOCs+1) to Δt_(jstd-GOClast) calculated in step S155 by the sum of the normalized time differences Δt_(jstd-GOCs+1) to Δt_(jstd-GOClast) according to the above Equation (55) (step S157).

When it is determined in step S131 in FIG. 31 that there is no vehicle 6 traveling on the lane L_(j) (N in step S152), the measurement device 1 does not perform the processing in steps S153 to S157.

When the integer j is not N (N in step S158), the measurement device 1 adds 1 to the integer j (step S159), and repeats the processing in steps S152 and S157.

Then, when the integer j is N (Y in step S158), the measurement device 1 ends the processing in the correction coefficient calculation step.

FIG. 34 is a diagram showing a configuration example of the measurement device 1 according to the second embodiment. As shown in FIG. 34, similar to the first embodiment, the measurement device 1 includes the control unit 110, the first communication unit 120, the storage unit 130, the second communication unit 140, and the operation unit 150.

Since the processing performed by the first communication unit 120, the storage unit 130, the second communication unit 140, and the operation unit 150 are the same as those in the first embodiment, the description thereof will be omitted.

The control unit 110 calculates the time point when the vehicle 6 travels on the superstructure 7 or the load or the like generated by the vehicle 6 based on the acceleration data output from each of the sensors 21 and 22 installed in the superstructure 7.

The control unit 110 includes the first observation point information acquisition unit 111, the second observation point information acquisition unit 112, the first time calculation unit 113, the correction coefficient calculation unit 114, the deflection waveform calculation unit 115, the moving object deflection waveform calculation unit 116, the displacement calculation unit 117, the coefficient value calculation unit 118, the output processing unit 119, and a second time calculation unit 161.

Since the processing performed by the first observation point information acquisition unit 111, the second observation point information acquisition unit 112, the deflection waveform calculation unit 115, the moving object deflection waveform calculation unit 116, the displacement calculation unit 117, the coefficient value calculation unit 118, and the output processing unit 119 are the same as those in the first embodiment, the description thereof will be omitted.

Using the first observation point information acquired by the first observation point information acquisition unit 111, the first time calculation unit 113 performs processing of calculating the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1), which are times from the first leading time point t_(j1_1) when the leading axle among the plurality of axles passes the observation point P_(j) to the time points t_(j1_1) to t_(jlast_1) when each of the plurality of axles passes the observation point P_(j), and the first reference time Δt_(jGOC_1), which is the time from the first leading time point t_(j1_1) to the first reference time point t_(jGOC_1), which is the time point when the total sum of acceleration intensities a_(pj1_1) to a_(pjlast_1) at the observation point P generated by the plurality of axles is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)). That is, the first time calculation unit 113 performs the processing of the first time calculation step in FIG. 30. The first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) and the first reference time Δt_(jGOC_1) calculated by the first time calculation unit 113 are stored in the storage unit 130.

Using the second observation point information acquired by the second observation point information acquisition unit 112, the second time calculation unit 161 performs processing of calculating the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2), which are times from the second leading time point t_(j1_2) when the leading axle among the plurality of axles passes the observation point Q_(j) to the time points t_(j1_2) to t_(jlast_2) when each of the plurality of axles passes the observation point Q_(j), and the second reference time Δt_(jGOC_2), which is the time from the second leading time point t_(j1_2) to the second reference time point t_(jGOC_2), which is the time point when the total sum of acceleration intensities a_(pj1_2) to a_(pjlast_2) at the observation point Q_(j) generated by the plurality of axles is distributed at the predetermined distribution ratio _(imag)R_(F):(1−_(imag)R_(F)). That is, the second time calculation unit 161 performs the processing of the second time calculation step shown in FIG. 30. The second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) and the second reference time Δt_(jGOC_2) calculated by the second time calculation unit 161 are stored in the storage unit 130.

Based on the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) and the first reference time Δt_(jGOC_1) calculated by the first time calculation unit 113 and the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) and the second reference time Δt_(jGOC_2) calculated by the second time calculation unit 161, the correction coefficient calculation unit 114 performs processing of calculating the correction coefficients R_(j1) to R_(jlast) for correcting the acceleration intensities a_(pj1_1) to a_(pjlast_1) at the observation point P_(j) and the acceleration intensities a_(pj1_2) to a_(pjlast_2) at the observation point Q_(j) which are generated by the plurality of axles. That is, the correction coefficient calculation unit 114 performs the processing of the correction coefficient calculation step in FIG. 30. The correction coefficients R_(j1) to R_(jlast) calculated by the correction coefficient calculation unit 114 are stored in the storage unit 130.

For example, based on the operation data from the operation unit 150, the control unit 110 switches between a first mode for calculating the time point when an unknown vehicle 6 travels on the superstructure 7 and the load generated by the vehicle 6 and the like, and a second mode for calculating the value of the first-order coefficient s_(cu) and the value of the zero-order coefficient i_(cu). For example, after the N sensors 21 and the N sensors 22 are installed in the superstructure 7, the load test is performed on the plurality of test vehicles in a state in which the control unit 110 is set to the second mode. After the load test ends, the control unit 110 is set to the first mode.

As in the first embodiment, the control unit 110 is a processor that executes various programs stored in the storage unit 130. By executing the measurement program 131 stored in the storage unit 130, each function of the first observation point information acquisition unit 111, the second observation point information acquisition unit 112, the first time calculation unit 113, the correction coefficient calculation unit 114, the deflection waveform calculation unit 115, the moving object deflection waveform calculation unit 116, the displacement calculation unit 117, the coefficient value calculation unit 118, the output processing unit 119, and the second time calculation unit 161 is implemented. In other words, the measurement program 131 is a program that causes the measurement device 1 as a computer to execute each procedure in the flowchart shown in FIG. 30. The control unit 110 is implemented as a custom IC such as an ASIC, and may implement the functions of each part, or may implement the functions of each part by the CPU and the ASIC.

The control unit 110 may not include the coefficient value calculation unit 118. For example, the server 2 or another device may perform the processing of calculating the value of the first-order coefficient s_(cu) and the value of the zero-order coefficient i_(cu), and store the values in the storage unit 130 of the measurement device 1.

In the measurement method according to the second embodiment described above, the measurement device 1 calculates, according to Equations (61) to (68), the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) and the first reference time Δt_(jGOC_1) using the first observation point information. In addition, the measurement device 1 calculates, according to Equations (69) to (76), the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) and the second reference time Δt_(jGOC_2) using the second observation point information. Further, the measurement device 1 calculates, according to Equations (77), (78), and (53) to (55), the correction coefficients R_(j1) to R_(jlast) based on the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1), the first reference time Δt_(jGOC_1), the second normalized times Δt_(jstd1_2) to Δt j_(stdlast_2), and the second reference time Δt_(jGOC_2). Then, based on the first observation point information, the second observation point information, the predetermined coefficient p, the correction coefficients R_(j1) to R_(jlast), and the approximate expression (39) of deflection of the superstructure 7, the measurement device 1 calculates, according to Equation (56), the deflection waveform H_(jk)(t) of the superstructure 7 generated by each axle, and the deflection waveform CP_(jm)(t) of the superstructure 7 generated by the vehicle 6 by adding the deflection waveform H_(jk)(t). Therefore, according to the measurement method in the second embodiment, the measurement device 1 can calculate the deflection waveform of the superstructure 7 generated by the vehicle 6 which is the moving object that moves on the superstructure 7 without measuring the displacement of the superstructure 7 which is the structure.

In addition, according to the measurement method in the second embodiment, the acceleration intensities a_(pj1) to a_(pjlast) generated by each axle are corrected by the correction coefficients R_(j1) to R_(jlast) such that the influence of the distance moment from the center of gravity on the load of each axle is reduced. Therefore, calculation accuracy of the deflection waveform of the superstructure 7 is improved in consideration of the difference in loads between a case where the vehicle 6 is stationary and a case where the vehicle 6 is moving.

Further, in the measurement method according to the second embodiment, the measurement device 1 calculates the average value of the first normalized times Δt_(jstd1_1) to Δt_(jstdlast_1) and the second normalized times Δt_(jstd1_2) to Δt_(jstdlast_2) as the normalized time Δt_(jstdk) according to Equation (77), and calculates the average value of the first reference time Δt_(jGOC_1) and the second reference time Δt_(jGOC_2) as the reference time Δt_(jGOC) according to Equation (78). Then, the measurement device 1 calculates, according to Equations (53) to (55), the correction coefficients R_(j1) to R_(jlast) using the normalized time Δt_(jstdk) and the reference time Δt_(jGOC). Therefore, according to the measurement method in the second embodiment, since random noise component included in the normalized time Δt_(jstdk) and the reference time Δt_(jGOC) are reduced by the averaging, the accuracy of the correction coefficients R_(j1) to R_(jlast) is improved, and the calculation accuracy of the deflection waveform of the superstructure 7 is further improved.

Further, according to the measurement method in the second embodiment, similar to the measurement method in the first embodiment, the measurement device 1 can estimate the displacement of the superstructure 7 without measuring the displacement of the superstructure 7, and the cost required for the measurement is reduced.

3. Modifications

The present disclosure is not limited to the above embodiments, and various modifications can be made within the scope of the gist of the present disclosure.

In the first embodiment described above, the measurement device 1 acquires the observation point information including the time point when each axle of the vehicle 6 passes the observation point P and the acceleration intensity with respect to the observation point P generated by each axle as the first observation point information, and acquires the observation point information including the time point when each axle of the vehicle 6 passes the observation point Q_(j) and the acceleration intensity with respect to the observation point Q_(j) generated by each axle as the second observation point information. In contrast, the measurement device 1 may acquire the observation point information including the time point when each axle of the vehicle 6 passes the observation point Q_(j) and the acceleration intensity with respect to the observation point Q_(j) generated by each axle as first observation point information, and acquires the observation point information including the time point when each axle of the vehicle 6 passes the observation point P_(j) and the acceleration intensity with respect to the observation point P_(j) generated by each axle as second observation point information. Then, the measurement device 1 may calculate the normalized times Δt_(jstd1) to Δt_(jstdlast) and the reference time Δt_(jGOC) using the first observation point information, and may calculate the correction coefficients R_(j1) to R_(jlast) based on the normalized times Δt_(jstd1) to Δt_(jstdlast) and the reference time Δt_(jGOC).

Further, in each of the above embodiments, the measurement device 1 calculates the displacement CU_(est)(t) according to Equation (59). However, the displacement CU_(est)(t) may be converted into a load using a predetermined correlation equation. For example, a relationship between a load CW_(k)(t) and a displacement x_(k) (t) at an observation position R_(k) of the superstructure 7 is expressed by Equation (79). Here, the load CW_(k)(t) is a load waveform corresponding to the displacement waveform in BWIM. A first-order coefficient Sc_(kk) and a zero-order coefficient Ic_(k) in Equation (79) are obtained by a load test performed on a plurality of test vehicles.

CW _(k)(t)=Sc _(kk) ·x _(k)(t)+Ic _(k)  (79)

When Ic_(k) is sufficiently small in Equation (79), Equation (80) is obtained.

CW _(k)(t)=Sc _(kk) ·x _(k)(t)  (80)

In Equation (80), the displacement x_(k) (t) is replaced with the displacement CU_(est)(t), and a correlation equation between the load CW_(k)(t) and the displacement CU_(est)(t) is expressed by Equation (81). The measurement device 1 can convert the displacement CU_(est)(t) into the load CW_(k)(t) according to the correlation Equation (81).

CW _(k)(t)=Sc _(kk) ·CU _(est)(t)  (81)

In each of the above embodiments, the observation device that observes observation points P₁ to P_(N) and the observation device that observes observation points Q₁ to Q_(N) are acceleration sensors, but the present disclosure is not limited thereto. For example, the observation device may be an impact sensor, a microphone, a strain gauge, or a load cell. It is not necessary that the observation device and the observation point have a one-to-one correspondence, and one observation device may observe apart or all of the observation points P₁ to P_(N) and Q₁ to Q_(N).

The impact sensor detects an impact acceleration as a response to the action of each axle of the vehicle 6 on the observation points P₁ to P_(N) and Q₁ to Q_(N). The measurement device 1 acquires first observation point information based on the impact acceleration for the observation points P₁ to P_(N), and acquires second observation point information based on the impact acceleration for the observation points Q₁ to Q_(N). The microphone detects sound as a response to the action of each axle of the vehicle 6 on the observation points P₁ to P_(N) and Q₁ to Q_(N). The measurement device 1 acquires first observation point information based on the sound for the observation points P₁ to P_(N), and acquires second observation point information based on the sound for the observation points Q₁ to Q_(N). The strain gauge and the load cell detect a stress change as a response to the action of each axle of the vehicle 6 on the observation points P₁ to P_(N) and Q₁ to Q_(N). The measurement device 1 acquires first observation point information based on the stress change for the observation points P₁ to P_(N), and acquires second observation point information based on the stress change for the observation points Q₁ to Q_(N).

In each of the above embodiments, the direction in which the vehicle 6 travels on the lanes L₁ to L_(N) is all the same. Alternatively, the traveling direction of the vehicle 6 may be different from at least one lane of the lanes L₁ to L_(N) and other lanes. For example, the vehicle 6 may travel in a direction from the observation point P₁ to the observation point Q₁ on the lane L₁, and may travel in a direction from the observation point Q₂ to the observation point P₂ on the lane L₂. In this case, the measurement device 1 acquires the entry time point of the vehicle 6 to the lane L₁ based on the acceleration data output from the sensor 21 that observes the observation point P₁, and acquires the exit time point of the vehicle 6 from the lane L₁ based on the acceleration data output from the sensor 22 that observes the observation point Q₁. The measurement device 1 acquires the entry time point of the vehicle 6 to the lane L₂ based on the acceleration data output from the sensor 22 that observes the observation point Q₂, and acquires the exit time point of the vehicle 6 from the lane L₂ based on the acceleration data output from the sensor 21 that observes the observation point P₂.

In each of the above embodiments, the sensors 21 and 22 are provided on the main girder G of the superstructure 7. Alternatively, the sensors may be provided on the surface or inside of the superstructure 7, a lower surface of the floor plate F, the bridge pier 8 a, or the like. In each of the above embodiments, the road bridge is taken as an example of the bridge 5, but the present disclosure is not limited thereto. For example, the bridge 5 may be a railway bridge. In each of the above embodiments, the superstructure of the bridge is taken as an example of the structure, but the present disclosure is not limited thereto. The structure may be deformed by the movement of the moving object.

The embodiments and the modifications described above are merely examples, and the present disclosure is not limited thereto. For example, the embodiments and the modifications can be combined as appropriate.

The present disclosure includes a configuration substantially the same as the configuration described in the embodiments, for example, a configuration having the same function, method, and result, or a configuration having the same object and effect. The present disclosure includes a configuration in which a non-essential portion of the configuration described in the embodiment is replaced. In addition, the present disclosure includes a configuration having the same action effect as the configuration described in the embodiment, or a configuration capable of achieving the same object. The present disclosure includes a configuration in which a known technique is added to the configuration described in the embodiment. 

What is claimed is:
 1. A measurement method comprising: a first observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes, among a first observation point and a second observation point which are arranged along a first direction in which a moving object moves on a structure, the first observation point, first observation point information including a time point when each of a plurality of parts of the moving object passes the first observation point and a first physical quantity which is a response to an action of each of the plurality of parts on the first observation point; a second observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes the second observation point, second observation point information including a time point when the plurality of parts passes the second observation point and a second physical quantity which is a response to an action of each of the plurality of parts on the second observation point; a first time calculation step of calculating, using the first observation point information, a time from a first leading time point, which is a time point when a leading part among the plurality of parts passes the first observation point, to a time point when each of the plurality of parts passes the first observation point, and a time from the first leading time point to a first reference time point, which is a time point when a total sum of first physical quantities is distributed at a predetermined distribution ratio; a correction coefficient calculation step of calculating, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point and the time from the first leading time point to the first reference time point, a correction coefficient that corrects the first physical quantity; a deflection waveform calculation step of calculating, based on the first observation point information, the second observation point information, a predetermined coefficient, the correction coefficient, and an approximate expression of deflection of the structure, a deflection waveform of the structure generated by each of the plurality of parts; and a moving object deflection waveform calculation step of calculating a deflection waveform of the structure generated by the moving object by adding the deflection waveform of the structure generated by each of the plurality of parts and calculated in the deflection waveform calculation step.
 2. The measurement method according to claim 1, further comprising: a second time calculation step of calculating, using the second observation point information, a time from a second leading time, which is a time point when the leading part among the plurality of parts passes the second observation point, to a time point when each of the plurality of parts passes the second observation point, and a time from the second leading time point to a second reference time point, which is a time point when a total sum of second physical quantities is distributed at a predetermined distribution ratio, wherein in the correction coefficient calculation step, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point, the time from the first leading time point to the first reference time point, the time from the second leading time point to the time point when each of the plurality of parts passes the second observation point, and the time from the second leading time point to the second reference time point, a correction coefficient that corrects the first physical quantity and the second physical quantity is calculated.
 3. The measurement method according to claim 1, wherein when the distribution ratio is R:1−R, R is 0.4 or more and 0.6 or less.
 4. The measurement method according to claim 1, wherein the first observation point is set at a first end portion of the structure, and the second observation point is set at a second end portion of the structure different from the first end portion.
 5. The measurement method according to claim 1, wherein the structure is a superstructure of a bridge, the superstructure is a structure across any one of a bridge abutment and a bridge pier adjacent to each other, two adjacent bridge abutments, or two adjacent bridge piers, both end portions of the superstructure are located at positions of the bridge abutment and the bridge pier adjacent to each other, at positions of the two adjacent bridge abutments, or at positions of the two adjacent bridge piers, and the bridge is a road bridge or a railway bridge.
 6. The measurement method according to claim 1, wherein the moving object is a railroad vehicle, an automobile, a tram, a construction vehicle, or a military vehicle, and the plurality of parts are axles or wheels.
 7. The measurement method according to claim 1, wherein the approximate expression of deflection of the structure is an expression based on a structural model of the structure.
 8. The measurement method according to claim 7, wherein the structural model is a simple beam that supports both ends.
 9. The measurement method according to claim 1, wherein the approximate expression of deflection of the structure is an expression normalized by a maximum amplitude of deflection at a central position between the first observation point and the second observation point.
 10. The measurement method according to claim 1, wherein the observation device that observes the first observation point and the observation device that observes the second observation point are acceleration sensors.
 11. The measurement method according to claim 1, wherein the observation device that observes the first observation point and the observation device that observes the second observation point are impact sensors, microphones, strain gauges, or load cells.
 12. The measurement method according to claim 1, wherein the structure is a structure in which bridge weigh in motion (BWIM) functions.
 13. A measurement device comprising: a first observation point information acquisition unit that acquires, based on observation information obtained by an observation device that observes, among a first observation point and a second observation point which are arranged along a first direction in which a moving object moves on a structure, the first observation point, first observation point information including a time point when each of a plurality of parts of the moving object passes the first observation point and a first physical quantity which is a response to an action of each of the plurality of parts on the first observation point; a second observation point information acquisition unit that acquires, based on observation information obtained by an observation device that observes the second observation point, second observation point information including a time point when each of the plurality of parts passes the second observation point and a second physical quantity which is a response to an action of each of the plurality of parts on the second observation point; a first time calculation unit that calculates, using the first observation point information, a time from a first leading time point, which is a time point when a leading part among the plurality of parts passes the first observation point, to a time point when each of the plurality of parts passes the first observation point, and a time from the first leading time point to a first reference time point, which is a time point when a total sum of first physical quantities is distributed at a predetermined distribution ratio; a correction coefficient calculation unit that calculates, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point, and the time from the first leading time point to the first reference time point, a correction coefficient that corrects the first physical quantity; a deflection waveform calculation unit that calculates, based on the first observation point information, the second observation point information, a predetermined coefficient, the correction coefficient, and an approximate expression of deflection of the structure, a deflection waveform of the structure generated by each of the plurality of parts; and a moving object deflection waveform calculation unit that calculates the deflection waveform of the structure generated by the moving object by adding the deflection waveform of the structure generated by each of the plurality of parts and calculated in the deflection waveform calculation unit.
 14. A measurement system comprising: the measurement device according to claim 13; the observation device that observes the first observation point; and the observation device that observes the second observation point.
 15. A non-transitory computer-readable storage medium storing a measurement program, the measurement program causing a computer to execute: a first observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes, among a first observation point and a second observation point which are arranged along a first direction in which a moving object moves on a structure, the first observation point, first observation point information including a time point when each of a plurality of parts of the moving object passes the first observation point and a first physical quantity which is a response to an action of each of the plurality of parts on the first observation point; a second observation point information acquisition step of acquiring, based on observation information obtained by an observation device that observes the second observation point, second observation point information including a time point when the plurality of parts passes the second observation point and a second physical quantity which is a response to an action of each of the plurality of parts on the second observation point; a first time calculation step of calculating, using the first observation point information, a time from a first leading time point, which is a time point when a leading part among the plurality of parts passes the first observation point, to a time point when each of the plurality of parts passes the first observation point, and a time from the first leading time point to a first reference time point, which is a time point when a total sum of first physical quantities is distributed at a predetermined distribution ratio; a correction coefficient calculation step of calculating, based on the time from the first leading time point to the time point when each of the plurality of parts passes the first observation point, and the time from the first leading time point to the first reference time point, a correction coefficient that corrects the first physical quantity; a deflection waveform calculation step of calculating, based on the first observation point information, the second observation point information, a predetermined coefficient, the correction coefficient, and an approximate expression of deflection of the structure, a deflection waveform of the structure generated by each of the plurality of parts; and a moving object deflection waveform calculation step of calculating a deflection waveform of the structure generated by the moving object by adding the deflection waveform of the structure generated by each of the plurality of parts and calculated in the deflection waveform calculation step. 